Cal Cfom PDF

Page DL-1
Distribution List
Rev. 2
FOM DISTRIBUTION LIST (DL)
No. Holder No. Holder

1 PS 49 Mandarin Airlines
2 DI 50 AKLKK
3 VO 51 ANCOM
4 PC
52 AMSOM
5 SZ 53 AUHOM
6 BZ 54 BKKOM
7 IZ 55 CMBFF
8 TZ 56 DELFO
9 AZ 57 DPSKK
10,93~95 JZ 58 FCOKK
11,96~97 MZ ! 59 FRAKK
12,98 MI "#$ 60 FUKKK
13 DL %& 61 GUMDM
14 CZ ' 62 HKGOM
15 QZ #( 63 HKTKK
16 EZ ) 64 HNLKK
17 KZ 65 JFKKK
18 FZ * 66 JKTKK
19~20 PF +, 67 KHHKK
21 PR -./0 68 KULKK
22 OZ 1 66 LAXDE
23~25 1 70 LAXKK
26 OE )"$ 71 LUXFO
27~28 OG 2$ 72 MNLKK
29 OL 34$ 73 NGOKK
30 OO 567$ 74 OKADM
31~32 OP 89:;$ 75 PENKK
33 OQ <=>$ 76 SFOKK
34 OT <$ 77 SGNKK
35 OV '?$ 78 SINOM
36~37 744 Chief Pilot 79 SYDKK
38~39 742 Chief Pilot 80 TYOOM
40~41 MD11 Chief Pilot 81 YVRKK
42~43 AB6 Chief Pilot 82 MESKK
44~45 738 Chief Pilot 83~84 CAA
46,47,86 TPEOM/TPEOD 85 DY @A1
48 Operations Library 87~88 A340 Chief Pilot
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Page DL-2
Distribution List
Rev. 2
No. Holder No. Holder

89 ATLFO
90 DFWFO
91 ORDFO
92 SEAFO
121~200 Simulators & Aircraft
201~1200 Flight Crew
Remark: All manual holders shall keep the manual up to date.
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Page RS-1
Revision Service
Rev. 2
REVISION SERVICE
Issued to: All holders of Flight Operations Manual
Issued date: 2001/07/01
Effective date: 2001/07/01

Revision number: 02
REVISION HIGHLIGHTS:
1. This revision contains revision pages through chapter 1 to 12. Please
remove indicated pages (including yellow TR-02 and TR-03 pages) and
insert the new revised pages into your manual. All changes to the former
contents are identified by a strong vertical line on the revised pages.
2. The highlights of revision 2 are briefly described as below:
NEW PAGE REMOVE INSERT PURPOSE

1-1 Revision 1 Revision 2 Update table of contents
Add FAOM and Dispatch manual as
1-2 Revision 1 Revision 2
part of Air Carrier Manual
1-3 Revision 1 Revision 2 Wording revise
1-4 Revision 1 Revision 2 Delete “FCOM”
1-9 Revision 1 Revision 2 Add terminology
1-10 Revision 1 Revision 2 Add definition
1-12~13 Revision 1 Revision 2 Add definition
1-15 Revision 1 Revision 2 Add definition
Per CAA regulation, add definition of
VMC (1500ft/5000m)
1-18~24 Revision 1 Revision 2 Add abbreviation
1-25~26 Revision 1 Revision 2 Page number change
2-5 Revision 1 Revision 2 Update company organization chart
Update organization chart of Flight
Operations Division
Add “Route Information Manual” as
job function of OO
2-15 Revision 1 Revision 2 Delete “RIM” from job function of OL
2-16 Revision 1 Revision 2 Add item (15) as job function of OL
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Revision Service
Rev. 2
2-17~18 Revision 1 Revision 2 Page number change

3-1~2 Revision 1 Revision 2 Update table of contents
3-4~3-7 Revision 1 Revision 2 Wording revise
Delete “FCOM”
Revise 3.2.6
3-9 Revision 1 Revision 2 Revise 3.2.7
Add a new policy: when flight crew are
3-10 Revision 1 Revision 2 medically disqualified, he/she shall not
be assigned ground duty.
3-12 Revision 1 Revision 2 Delete item E under 3.4.5
Per CAA regulation, revise P1/P1
US/P2 time log in the flight
3-14 Revision 1 Revision 2 crewmember logbook as PIC/PIC
US/SIC time(item E under 3.5.1)
Wording revise for item F and G
Re-write item I (Flight Duty Period)
Add “exclude layover at outstations” in
item J
Add a new section “M” for ECM
Revise: For multiple and double crew
with flight time less than 12 hours, at
least a business class seat shall be
provided when bunk is not available
For all crew, revise item 2 to meet
requirement stipulated in 3.5.1 item J
3-17 Revision 1 Revision 2 “Flight Duty Period”
Add item 5 for all flight crewmembers:
“If the flight duty is terminated after
reporting for duty but prior to the
commencement of a flight, the
minimum crew rest should be 8 hours
for double, multiple or single crew.”
3-18 Revision 1 Revision 2 Revise 3.5.3.2 and 3.5.3.3
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Revision Service
Rev. 2
Add A340 information

Wording revise for 3.5.9, change
contact TEL number under item G of
3-19~20 Revision 1 Revision 2
3.5.9
Delete “Domestic Flight” requirement
under 3.5.10 due to not applicable
Add 3.5.13 “Cabin Crew Duty and
3-22 Revision 1 Revision 2 Rest Time Limitation” to include
consideration of cabin crew
Wording revise for 3.8.1
3-25 Revision 1 Revision 2 Add a last paragraph under 3.8.1 to
include cabin crew’s uniform standard
3-28 Revision 1 Revision 2 Page number change
Delete original first paragraph of 3.12
Revise “duty hours” to “flight time” to
meet actual operating requirement
Require on duty crew to not visible the
uniform when taking meals in the
cabin
4-1~4-3 Revision 1 Revision 2 Update table of contents
4-5 Revision 1 Revision 2 Add 4.1.5 “Notification of Delays”
Revise (6) under item (C) and delete
original item (E)
Revise item (E) and (F), add item (H)
for dispatchers
Revise all “MTOW”, “MLDW” to
“MATOW” and “MALDW”.
4-10~11 Revision 1 Revision 2 Add 4.3.2.4 “Last Minute Change”
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Revision Service
Rev. 2
Revise “longest” to “preferential”

under 4.3.4, add A340 cruise speed
under 4.3.5, add 4.3.6
“ Documentation ”.
4-14~20 Revision 1 Revision 2 Revise 4.4 “Fuel Policy”
Wording revise
Delete special a/p requirement in 4.5.2
4-23 Revision 1 Revision 2 Add A340 information under 4.5.3.1
Add 4.5.3.2 “enroute alternate airport”
Revise 4.5.4.1 to comply with fuel
policy
Revise 4.5.4.2
4-25 Revision 1 Revision 2 Add conditions D, E, F under 4.5.4.4
Re-format chart under 4.5.6.1 and add
A340 information
4-28~31 Revision 1 Revision 2 Wording revise
Delete original 4.6.3 and revise part
context of 4.6.4
4-35~37 Revision 1 Revision 2 Reorganize/add part context of 4.8
Add “Flight release is valid for 6 hours
from planned ETD” under 4.9.2
4-40 Revision 1 Revision 2 Rewrite 4.9.4
4-54 -- Revision 2 Page number change
Re-write 5.1.1 “Operating Authority”
Add “unless it is safe to do so” after
item F
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Revision Service
Rev. 2
Add a note for 5.3.1

Wording revise
Add “using cellular phones” as one of
5-13 Revision 1 Revision 2 unauthorized cockpit activities
Revise 5.3.5 “Transferring Control”
Delete original second paragraph
under 5.3.6 “Guarding Flight Controls”
Revise 5.3.7 and 5.3.8 to meet actual
operating procedures
Wording revise
5-17~19 Revision 1 Revision 2 Delete last paragraph under 5.3.13
due to not applicable
Re-write definition for contaminated
runway
Wording revise for 5.4.1.2 and 5.4.2
Add a new paragraph under 5.4.3
5-24 Revision 1 Revision 2 Revise 5.5.3 “Wind Limitation”
Revise 5.5.5.1 and add A340
information
Revise 5.5.6.1 and 5.5.6.2
Revise ceiling/visibility requirement
from 300ft/1600m to 100ft/800m in
item E of 5.5.6.1
Add two requirements for F/O at last
two paragraphs under 5.5.6.2
Add new section 5.6.1 “Simulation of
Emergency Situations” per CAA
5-29 Revision 1 Revision 2 regulations
Revise 5.6.2 “Style of Flying”
Delete CM1 requirement under 5.6.5.3
Wording revise
OZ-OL-01 2001/07/01
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Revision Service
Rev. 2

5-34 Revision 1 Revision 2 Revise 5.7.1, add item F under 5.7.1
Delete original 5.7.4 “Other
Approaches in Visual Conditions”
Revise takeoff/landing minimums for
LVO
Add item E under 5.8.4.2
Wording revise
Re-adjust sequence from 5.8.15.1 to
5-44~45 Revision 1 Revision 2 5.8.15.6 without changing context
Wording revise
Add item B under 5.9.1.2
5-48 Revision 1 Revision 2 Add description 1,2,3 under item B
5-51 Revision 1 Revision 2 Revise 5.9.3.3
5-58~60 Revision 1 Revision 2 Revise 5.12 “Long Range Navigation”
5-64 Revision 1 Revision 2 Add 5.14.4 “Structural Integrity”
5-65 Revision 1 Revision 2 Revise 5.14.7 “Fuel Dumping”
Revise item L under 5.15 (require all
missing or damaged charts or flight
5-66 Revision 1 Revision 2 deck publications be reported in the
on board manual checklist)
Add a last paragraph under 5.15
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Revision Service
Rev. 2
Wording revise and page number

change
6-3 Revision 1 Revision 2 Revise 6.1
Revise 6.2: add “circuit breaker
resetting procedure” as pre-departure
briefing items to cabin crew
6-4~6 Revision 1 Revision 2 Add item H under 6.2.3
Delete “FCOM”.
Add 6.2.7 “Use of Navigation Charts”
Revise 6.3: add cargo operation in
item A
Delete last sentence in item C
Revise item F
Revise 6.4.2
Wording revise for 6.4.3 and 6.4.4
Delete second paragraph of original
6-12~13 Revision 1 Revision 2 item A
Wording revise for remaining items
Delete original item H and I, add new
item H under 6.6.1
Wording revise for 6.6.2.1 and 6.6.2.2
Delete original 6.6.2.3 and 6.6.2.4
6-15 Revision 1 Revision 2 Revise context of 6.7.2 and 6.7.3
Delete original 6.9.1
6-17~20 Revision 1 Revision 2 Move original 6.9.2, 6.9.3, …to 6.9.1,
6.9.2, …
Re-define 6.9.8 “Stable Approach
Criteria”
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Revision Service
Rev. 2
Delete original item D, E, F, G under

6.10, move original item H and I to D
and E
Add a new description for conducting
miss approach below/above 1,000 ft
AAL.
Revise description under 6.11
Wording revise from 6.11.1 to 6.11.5
Delete original item A under 6.12 and
move original item B, C, D, E to A, B,
C, D
Revise the policy for recording missing
or damaged documents on board
manual checklist.
7-1 Revision 1 Revision 2 Update table of contents
Re-arrange the sequence from (1) to
(6) under 7.3.1.1
Wording revise
Remove original 7.4 to 7.3.4
7-10 Revision 1 Revision 2 Add new 7.4 “Air-Air Communication”
7-11 Revision 1 Revision 2 Revise item (5) under 7.5
8-1~2 Original Revision 2 Update table of contents
8-3 Original Revision 2 Revise context of 8.1
8-4~8 Original Revision 2 Wording revise
8-9 Original Revision 2 Add A340 information to 8.3.1
8-10 Original Revision 2 Page number change
8-11 Original Revision 2 Wording revise
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Revision Service
Rev. 2

8-22 Original Revision 2 Add a last paragraph under 8.7
8-23 Original Revision 2 Wording revise
Add “warning” and “caution”
8-24 Original Revision 2
description under 8.8.3
Page number change and wording
8-25~28 -- Revision 2
revise
Revise weather miniumums for local
9-2 Revision 1 Revision 2 training
Wording revise
Wording revise and re-arrange item
sequence under item A of 9.2.2
10-3~4 Revision 1 Revision 2 Revise 10.1.1
Rename 10.10 as “FOQA” and rewrite
10-16~17 Revision 1 Revision 2 the context from 10.10.1 to 10.10.3 to
meet current operating policy
Rename 10.11 as “Flight Crew
Incapacitation” and revise all “pilot” to
“flight crew” under 10.11 to include
10-18 Revision 1 Revision 2 consideration of FE incapacitation
Rename 10.11.1 as “Two Challenge
Rule”
10-23 -- Revision 2 Add a new section 10.13 “Bird Strike”
11-5 Revision 1 Revision 2 Add APQ course into Ground training
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Revision Service
Rev. 2
Revise “Selection Board” to

11-7 Revision 1 Revision 2 “Promotion Board” to meet actual
requirement
Instead of chief pilots, move the
responsibility for supervising IPs’ flight
11-8 Revision 1 Revision 2 training to OT
“Promotion Board”
“Promotion Board”
Add descriptions for hiring/recruiting
and promotion/transition information
Revise 11.7.1 PIC qualification
Delete 11.7.2
Add “medical certificate” as one of
licensing requirement
Revise description in item B to meet
new PIC qualification in 11.7.1
Per OPS SPEC, add RJAW as special
airport
11-45 Revision 1 Revision 2 Add “takeoffs” in 11.26.1
Delete Simulator Instructor(SI) from
11-46 Revision 1 Revision 2 airmen list who are qualified to
conduct S-Flights
12-1~2 Original Revision 2 Update table of contents
12-3~4 Original Revision 2 Revise title as “manual loadsheet”
Add A340 and B744F performance
12-12 Original Revision 2
data identification in CFP
12-13~15 Original Revision 2 Page number change
Add “flight release form” in 12.9 for
12-23~24 Original Revision 2
crew’s reference
update sample of operations log and
12-25~27 Original Revision 2
revise explanations accordingly
Add sample and explanation of EDP
12-38~39 -- Revision 2
loadsheet
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Revision Service
Rev. 2
Note:
1. “Wording revise” means grammar, spelling revise/correction or re-clarification

for the indicated section or paragraph.
2. “Page number change” means the content for the indicated page is moved to
previous page or next page due to other content revise/add/delete of that
section, WITHOUT any change for the original content.
OZ-OL-01 2001/07/01
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Revision Service
Rev. 2
INTENTIONALLY LEFT BLANK
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Page LEP-1
List of Effective Pages
Rev. 2
LIST OF EFFECTIVE PAGES (LEP)

Page Rev. Date Page Rev. Date Page Rev. Date
Title Page 2000/9/01 1-7 1 2001/1/01 2-17 2 2001/7/01
DL-1 2 2001/7/01 1-8 1 2001/1/01 2-18 1 2001/1/01
DL-2 2 2001/7/01 1-9 2 2001/7/01 2-19 1 2001/1/01
Revision Record 2000/9/01 1-10 2 2001/7/01 2-20 1 2001/1/01
LEP-1 2 2001/7/01 1-11 2 2001/7/01 2-21 1 2001/1/01
LEP-2 2 2001/7/01 1-12 2 2001/7/01 2-22 1 2001/1/01
LEP-3 2 2001/7/01 1-13 2 2001/7/01 2-23 1 2001/1/01
LEP-4 2 2001/7/01 1-14 2 2001/7/01 2-24 1 2001/1/01
1-15 2 2001/7/01
Table of Contents 1-16 2 2001/7/01 Chapter 3
0-1 2 2001/7/01 1-17 2 2001/7/01 3-1 2 2001/7/01
0-2 2 2001/7/01 1-18 2 2001/7/01 3-2 2 2001/7/01
0-3 2 2001/7/01 1-19 2 2001/7/01 3-3 1 2001/1/01
0-4 2 2001/7/01 1-20 2 2001/7/01 3-4 2 2001/7/01
0-5 2 2001/7/01 1-21 2 2001/7/01 3-5 2 2001/7/01
0-6 2 2001/7/01 1-22 2 2001/7/01 3-6 2 2001/7/01
0-7 2 2001/7/01 1-23 2 2001/7/01 3-7 2 2001/7/01
0-8 2 2001/7/01 1-24 2 2001/7/01 3-8 2 2001/7/01
0-9 2 2001/7/01 1-25 2 2001/7/01 3-9 2 2001/7/01
0-10 2 2001/7/01 1-26 2 2001/7/01 3-10 2 2001/7/01
0-11 2 2001/7/01 3-11 2 2001/7/01
0-12 2 2001/7/01 Chapter 2 3-12 2 2001/7/01
0-13 2 2001/7/01 2-1 1 2001/1/01 3-13 2 2001/7/01
0-14 2 2001/7/01 2-2 1 2001/1/01 3-14 2 2001/7/01
0-15 2 2001/7/01 2-3 1 2001/1/01 3-15 2 2001/7/01
0-16 2 2001/7/01 2-4 1 2001/1/01 3-16 2 2001/7/01
0-17 2 2001/7/01 2-5 2 2001/7/01 3-17 2 2001/7/01
0-18 2 2001/7/01 2-6 2 2001/7/01 3-18 2 2001/7/01
0-19 2 2001/7/01 2-7 1 2001/1/01 3-19 2 2001/7/01
0-20 2 2001/7/01 2-8 1 2001/1/01 3-20 2 2001/7/01
2-9 1 2001/1/01 3-21 2 2001/7/01
Chapter 1 2-10 1 2001/1/01 3-22 2 2001/7/01
1-1 2 2001/7/01 2-11 1 2001/1/01 3-23 1 2001/1/01
1-2 2 2001/7/01 2-12 1 2001/1/01 3-24 1 2001/1/01
1-3 2 2001/7/01 2-13 1 2001/1/01 3-25 2 2001/7/01
1-4 2 2001/7/01 2-14 2 2001/7/01 3-26 2 2001/7/01
1-5 1 2001/1/01 2-15 2 2001/7/01 3-27 2 2001/7/01
1-6 1 2001/1/01 2-16 2 2001/7/01 3-28 2 2001/7/01
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3-29 1 2001/1/01 4-34 2 2001/7/01 5-17 2 2001/7/01
3-30 2 2001/7/01 4-35 2 2001/7/01 5-18 2 2001/7/01
3-31 2 2001/7/01 4-36 2 2001/7/01 5-19 2 2001/7/01
3-32 1 2001/1/01 4-37 2 2001/7/01 5-20 2 2001/7/01
4-38 2 2001/7/01 5-21 2 2001/7/01
Chapter 4 4-39 2 2001/7/01 5-22 2 2001/7/01
4-1 2 2001/7/01 4-40 2 2001/7/01 5-23 2 2001/7/01
4-2 2 2001/7/01 4-41 2 2001/7/01 5-24 2 2001/7/01
4-3 2 2001/7/01 4-42 2 2001/7/01 5-25 2 2001/7/01
4-4 2 2001/7/01 4-43 2 2001/7/01 5-26 2 2001/7/01
4-5 2 2001/7/01 4-44 2 2001/7/01 5-27 2 2001/7/01
4-6 2 2001/7/01 4-45 2 2001/7/01 5-28 2 2001/7/01
4-7 2 2001/7/01 4-46 2 2001/7/01 5-29 2 2001/7/01
4-8 2 2001/7/01 4-47 2 2001/7/01 5-30 2 2001/7/01
4-9 2 2001/7/01 4-48 2 2001/7/01 5-31 2 2001/7/01
4-10 2 2001/7/01 4-49 2 2001/7/01 5-32 2 2001/7/01
4-11 2 2001/7/01 4-50 2 2001/7/01 5-33 2 2001/7/01
4-12 2 2001/7/01 4-51 2 2001/7/01 5-34 2 2001/7/01
4-13 2 2001/7/01 4-52 2 2001/7/01 5-35 2 2001/7/01
4-14 2 2001/7/01 4-53 2 2001/7/01 5-36 2 2001/7/01
4-15 2 2001/7/01 4-54 2 2001/7/01 5-37 2 2001/7/01
4-16 2 2001/7/01 5-38 2 2001/7/01
4-17 2 2001/7/01 Chapter 5 5-39 2 2001/7/01
4-18 2 2001/7/01 5-1 2 2001/7/01 5-40 2 2001/7/01
4-19 2 2001/7/01 5-2 2 2001/7/01 5-41 2 2001/7/01
4-20 2 2001/7/01 5-3 2 2001/7/01 5-42 2 2001/7/01
4-21 2 2001/7/01 5-4 2 2001/7/01 5-43 2 2001/7/01
4-22 2 2001/7/01 5-5 2 2001/7/01 5-44 2 2001/7/01
4-23 2 2001/7/01 5-6 2 2001/7/01 5-45 2 2001/7/01
4-24 2 2001/7/01 5-7 2 2001/7/01 5-46 2 2001/7/01
4-25 2 2001/7/01 5-8 1 2001/1/01 5-47 2 2001/7/01
4-26 2 2001/7/01 5-9 1 2001/1/01 5-48 2 2001/7/01
4-27 2 2001/7/01 5-10 2 2001/7/01 5-49 2 2001/7/01
4-28 2 2001/7/01 5-11 2 2001/7/01 5-50 2 2001/7/01
4-29 2 2001/7/01 5-12 2 2001/7/01 5-51 2 2001/7/01
4-30 2 2001/7/01 5-13 2 2001/7/01 5-52 2 2001/7/01
4-31 2 2001/7/01 5-14 2 2001/7/01 5-53 2 2001/7/01
4-32 2 2001/7/01 5-15 2 2001/7/01 5-54 2 2001/7/01
4-33 2 2001/7/01 5-16 2 2001/7/01 5-55 2 2001/7/01
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5-56 2 2001/7/01 6-23 2 2001/7/01 8-14 2 2001/7/01
5-57 2 2001/7/01 6-24 2 2001/7/01 8-15 2 2001/7/01
5-58 2 2001/7/01 6-25 2 2001/7/01 8-16 2 2001/7/01
5-59 2 2001/7/01 6-26 2 2001/7/01 8-17 2 2001/7/01
5-60 2 2001/7/01 8-18 2 2001/7/01
5-61 2 2001/7/01 Chapter 7 8-19 2 2001/7/01
5-62 2 2001/7/01 7-1 2 2001/7/01 8-20 2 2001/7/01
5-63 2 2001/7/01 7-2 2 2001/7/01 8-21 2 2001/7/01
5-64 2 2001/7/01 7-3 2 2001/7/01 8-22 2 2001/7/01
5-65 2 2001/7/01 7-4 2 2001/7/01 8-23 2 2001/7/01
5-66 2 2001/7/01 7-5 2 2001/7/01 8-24 2 2001/7/01
5-67 2 2001/7/01 7-6 2 2001/7/01 8-25 2 2001/7/01
5-68 2 2001/7/01 7-7 2 2001/7/01 8-26 2 2001/7/01
5-69 2 2001/7/01 7-8 2 2001/7/01 8-27 2 2001/7/01
5-70 2 2001/7/01 7-9 2 2001/7/01 8-28 2 2001/7/01
7-10 2 2001/7/01
Chapter 6 7-11 2 2001/7/01 Chapter 9
6-1 2 2001/7/01 7-12 2 2001/7/01 9-1 1 2001/1/01
6-2 2 2001/7/01 7-13 2 2001/7/01 9-2 2 2001/7/01
6-3 2 2001/7/01 7-14 2 2001/7/01 9-3 2 2001/7/01
6-4 2 2001/7/01 7-15 1 2001/1/01 9-4 2 2001/7/01
6-5 2 2001/7/01 7-16 2 2001/7/01 9-5 2 2001/7/01
6-6 2 2001/7/01 7-17 2 2001/7/01 9-6 2 2001/7/01
6-7 2 2001/7/01 7-18 2 2001/7/01 9-7 2 2001/7/01
6-8 2 2001/7/01 9-8 2 2001/7/01
6-9 2 2001/7/01 Chapter 8
6-10 2 2001/7/01 8-1 2 2001/7/01 Chapter 10
6-11 2 2001/7/01 8-2 2 2001/7/01 10-1 2 2001/7/01
6-12 2 2001/7/01 8-3 2 2001/7/01 10-2 2 2001/7/01
6-13 2 2001/7/01 8-4 2 2001/7/01 10-3 2 2001/7/01
6-14 2 2001/7/01 8-5 2 2001/7/01 10-4 2 2001/7/01
6-15 2 2001/7/01 8-6 2 2001/7/01 10-5 2 2001/7/01
6-16 2 2001/7/01 8-7 2 2001/7/01 10-6 2 2001/7/01
6-17 2 2001/7/01 8-8 2 2001/7/01 10-7 2 2001/7/01
6-18 2 2001/7/01 8-9 2 2001/7/01 10-8 2 2001/7/01
6-19 2 2001/7/01 8-10 2 2001/7/01 10-9 1 2001/1/01
6-20 2 2001/7/01 8-11 2 2001/7/01 10-10 1 2001/1/01
6-21 2 2001/7/01 8-12 2 2001/7/01 10-11 2 2001/7/01
6-22 2 2001/7/01 8-13 2 2001/7/01 10-12 2 2001/7/01
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10-13 2 2001/7/01 11-26 1 2001/1/01 12-15 2 2001/7/01
10-14 2 2001/7/01 11-27 1 2001/1/01 12-16 Orig. 2000/9/01
10-15 2 2001/7/01 11-28 1 2001/1/01 12-17 Orig. 2000/9/01
10-16 2 2001/7/01 11-29 1 2001/1/01 12-18 Orig. 2000/9/01
10-17 2 2001/7/01 11-30 1 2001/1/01 12-19 Orig. 2000/9/01
10-18 2 2001/7/01 11-31 1 2001/1/01 12-20 Orig. 2000/9/01
10-19 2 2001/7/01 11-32 1 2001/1/01 12-21 Orig. 2000/9/01
10-20 2 2001/7/01 11-33 2 2001/7/01 12-22 Orig. 2000/9/01
10-21 2 2001/7/01 11-34 2 2001/7/01 12-23 2 2001/7/01
10-22 2 2001/7/01 11-35 1 2001/1/01 12-24 2 2001/7/01
10-23 2 2001/7/01 11-36 1 2001/1/01 12-25 2 2001/7/01
10-24 2 2001/7/01 11-37 1 2001/1/01 12-26 2 2001/7/01
11-38 1 2001/1/01 12-27 2 2001/7/01
Chapter 11 11-39 1 2001/1/01 12-28 Orig. 2000/9/01
11-1 2 2001/7/01 11-40 1 2001/1/01 12-29 Orig. 2000/9/01
11-2 2 2001/7/01 11-41 1 2001/1/01 12-30 Orig. 2000/9/01
11-3 2 2001/7/01 11-42 1 2001/1/01 12-31 Orig. 2000/9/01
11-4 2 2001/7/01 11-43 1 2001/1/01 12-32 Orig. 2000/9/01
11-5 1 2001/1/01 11-44 2 2001/7/01 12-33 Orig. 2000/9/01
11-6 1 2001/1/01 11-45 2 2001/7/01 12-34 Orig. 2000/9/01
11-7 2 2001/7/01 11-46 2 2001/7/01 12-35 Orig. 2000/9/01
11-8 2 2001/7/01 11-47 1 2001/1/01 12-36 Orig. 2000/9/01
11-9 2 2001/7/01 11-48 1 2001/1/01 12-37 Orig. 2000/9/01
11-10 2 2001/7/01 12-38 2 2001/7/01
11-11 1 2001/1/01 Chapter 12 12-39 2 2001/7/01
11-12 1 2001/1/01 12-1 2 2001/7/01 12-40 2 2001/7/01
11-13 1 2001/1/01 12-2 2 2001/7/01
11-14 2 2001/7/01 12-3 2 2001/7/01
11-15 1 2001/1/01 12-4 2 2001/7/01
11-16 2 2001/7/01 12-5 Orig. 2000/9/01
11-17 1 2001/1/01 12-6 Orig. 2000/9/01
11-18 1 2001/1/01 12-7 Orig. 2000/9/01
11-19 2 2001/7/01 12-8 1 2001/1/01
11-20 1 2001/1/01 12-9 Orig. 2000/9/01
11-21 1 2001/1/01 12-10 Orig. 2000/9/01
11-22 1 2001/1/01 12-11 Orig. 2000/9/01
11-23 1 2001/1/01 12-12 2 2001/7/01
11-24 1 2001/1/01 12-13 2 2001/7/01
11-25 1 2001/1/01 12-14 2 2001/7/01
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Flight Operations Manual (FOM)

Table of Contents
CHAPTER 1 GENERAL
1.1 INTRODUCTION ..................................................................................... 1-2
1.2 CONTENT AND APPLICABILITY ........................................................... 1-4
1.3 PAGINATION SYSTEM ........................................................................... 1-5
1.4 REVISION SYSTEM AND SERVICE....................................................... 1-6
1.5 EDITING AND REVISING........................................................................ 1-7
1.6 DISTRIBUTION AND CONFIDENTIALITY.............................................. 1-8
1.7 TERMINOLOGY ...................................................................................... 1-9
1.8 DEFINITIONS ........................................................................................ 1-10
1.9 ABBREVIATIONS.................................................................................. 1-18
CHAPTER 2 ORGANIZATIONS AND FUNCTIONS
2.1 ORGANIZATIONAL PHILOSOPHY ........................................................2-2
2.2 MANAGEMENT STYLE AND DISCIPLIINE............................................2-4
2.3 ORGANIZATION CHART ........................................................................2-5
2.4 SENIOR VICE PRESIDENT, OPERATIONS ...........................................2-7
2.5 FLIGHT OPERATIONS DIVISION ...........................................................2-8

2.5.1 Vice President of Flight Operations Division............................................2-8
2.5.2 Assistant Vice Presidents of Flight Operations Division ..........................2-8
2.5.3 Administration Department ......................................................................2-9
2.5.4 Chief Pilot ..............................................................................................2-10
2.5.5 Crew Scheduling Department................................................................ 2-11
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2.5.6 Flight Engineer Department...................................................................2-12

2.5.7 Flight Operations Training Department..................................................2-13
2.5.8 Planning & Development Department ...................................................2-14
2.5.9 Standardization Department ..................................................................2-15
2.5.10 Training Facilities Maintenance Department..........................................2-16
2.5.11 Flight Operations Information Department.............................................2-16
2.6 SYSTEM OPERATIONS CONTROL DIVISION ....................................2-18

2.6.1 Flight Control Department......................................................................2-18
2.6.2 Flight Dispatch Department ...................................................................2-18
2.6.3 Emergency Response Department........................................................2-19
2.7 STANDING BOARDS AND COMMITTEES...........................................2-20

2.7.1 Technical Review Board ........................................................................2-20
2.7.2 Disciplinary Review Board .....................................................................2-21
2.7.3 Promotion Board....................................................................................2-22
2.7.4 Manpower Planning Committee.............................................................2-22
2.7.5 Flight Standardization Committee..........................................................2-22
CHAPTER 3 FLIGHT CREW DUTIES & REGULATIONS
3.1 GENERAL ...............................................................................................3-3
3.2 COMMAND/COMMAND SUCCESSION .................................................3-4

3.2.1 PIC Responsibility and Authority ..............................................................3-4
3.2.2 Captain Responsibility and Accountability ...............................................3-6
3.2.3 Cruise Captain Responsibility and Accountability....................................3-6
3.2.4 First Officer Responsibility and Accountability.........................................3-7
3.2.5 Flight Engineer Responsibility and Accountability ...................................3-7
3.2.6 PIC Designation and Command Succession...........................................3-8
3.2.7 Seniority...................................................................................................3-9
3.3 SCOPE OF EMPLOYMENT ..................................................................3-10
3.4 CONDITIONS OF EMPLOYMENT ........................................................ 3-11

3.4.1 Applicable Regulations .......................................................................... 3-11
3.4.2 Employment Restrictions ....................................................................... 3-11
3.4.3 Telephone Requirements ....................................................................... 3-11
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3.4.4 Prohibited Activities ............................................................................... 3-11

3.4.5 Behavior at Outstations .........................................................................3-12
3.4.6 Personal Conduct ..................................................................................3-12
3.4.7 Qualification and Licenses.....................................................................3-13
3.5 CREW SCHEDULING ...........................................................................3-14

3.5.1 Definitions ..............................................................................................3-14
3.5.2 Legality ..................................................................................................3-16
3.5.3 Duty Limitations .....................................................................................3-16
3.5.4 Landing Limitations................................................................................3-18
3.5.5 Days Off.................................................................................................3-18
3.5.6 Scheduling Requests.............................................................................3-19
3.5.7 Required Number of Cabin Crews .........................................................3-19
3.5.8 Standby Duty .........................................................................................3-19
3.5.9 Crew Check-in/Check-out with OP ........................................................3-20
3.5.10 Reporting for Duty..................................................................................3-20
3.5.11 Shuttle Service.......................................................................................3-21
3.5.12 Transport Between TSA and TPE..........................................................3-22
3.5.13 Cabin Crew Duty and Rest Time Limitation ...........................................3-22
3.6 PAY AND CREDIT .................................................................................3-23
3.7 AIRCRAFT OPERATION LOG ..............................................................3-24
3.8 UNIFORMS AND PERSONAL EQUIPMENT ........................................3-25

3.8.1 Uniforms ................................................................................................3-25
3.8.2 Personal Equipment ..............................................................................3-25
3.8.3 Public Image ..........................................................................................3-26
3.9 ADMINISTRATIVE POLICIES ...............................................................3-27

3.9.1 Administrative Requests ........................................................................3-27
3.9.2 Accident or Injury While on Duty ...........................................................3-27
3.9.3 Sick Leave .............................................................................................3-27
3.9.4 Annual Leave.........................................................................................3-27
3.9.5 Business Leave .....................................................................................3-27
3.9.6 Marriage, Funeral, or Birth of a Baby Leave ..........................................3-27
3.9.7 Personal Leave Without Pay .................................................................3-27
3.9.8 Maternity Leave .....................................................................................3-27
3.10 DISCIPLINE...........................................................................................3-28
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3.11 CUSTOMS, IMMIGRATION & QUARANTINE (C.I.Q.)..........................3-29
3.12 CREW MEALS ......................................................................................3-30
CHAPTER 4 FLIGHT PREPARATION & FLIGHT RELEASE
4.1 OPERATIONAL CONTROL.....................................................................4-4

4.1.1 Responsibility for Operational Control .....................................................4-4
4.1.2 Responsibility for Flight Release .............................................................4-4
4.1.3 Restriction or Suspension of Operations .................................................4-4
4.1.4 Emergency Authority ...............................................................................4-4
4.1.5 Notification of Delays ...............................................................................4-5
4.2 DISPATCHER DUTIES ............................................................................4-6

4.2.1 General Duties.........................................................................................4-6
4.2.2 Preflight Duties ........................................................................................4-6
4.2.3 Duties During Flight Time ........................................................................4-7
4.2.4 Post-flight Duties......................................................................................4-8
4.3 FLIGHT PLANNING ................................................................................4-9

4.3.1 Definitions and Abbreviations ..................................................................4-9
4.3.2 Weight & Balance ....................................................................................4-9
4.3.3 Weather Below Minimums ..................................................................... 4-11
4.3.4 Route / Altitude ......................................................................................4-12
4.3.5 Cruise Speed .........................................................................................4-12
4.3.6 Documentation.......................................................................................4-12
4.4 FUEL POLICY .......................................................................................4-14

4.4.1 Flight Profile...........................................................................................4-14
4.4.2 Definitions ..............................................................................................4-14
4.4.3 Minimum Fuel for Flight Release ...........................................................4-17
4.4.4 Factors to be Considered During Fuel Planning....................................4-17
4.4.5 Extra Fuel ..............................................................................................4-17
4.4.6 Inflight Consideration .............................................................................4-18
4.4.7 Low Fuel State.......................................................................................4-18
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4.5 AIRPORT REQUIREMENTS .................................................................4-21

4.5.1 Destination Airport .................................................................................4-21
4.5.2 Alternate Airport Weather Minima..........................................................4-21
4.5.3 Takeoff/Enroute Alternate Airport Requirements ...................................4-23
4.5.4 Destination Alternate Airport Requirements ..........................................4-24
4.5.5 ETP Airports ..........................................................................................4-25
4.5.6 Airport Rescue and Fire Fighting Facilities ............................................4-26
4.6 AIRCRAFT AIRWORTHINESS .............................................................4-28

4.6.1 Airworthiness Release ...........................................................................4-28
4.6.2 Weather Radar ......................................................................................4-30
4.6.3 Corrective Action at Non-CAL Maintenance Stations ............................4-31
4.6.4 On-Board Manuals.................................................................................4-31
4.7 AIRCRAFT LOADING AND SERVICING ..............................................4-33

4.7.1 Aircraft Loading......................................................................................4-33
4.7.2 Loadsheet ..............................................................................................4-33
4.7.3 Support for Diverted Flight.....................................................................4-33
4.7.4 Fueling ...................................................................................................4-34
4.8 COMPUTER FLIGHT PLAN (CFP) .......................................................4-35

4.8.1 CFP Preparation ....................................................................................4-35
4.8.2 Flight Plan Verification ...........................................................................4-35
4.8.3 Short Plan ..............................................................................................4-36
4.8.4 Simplified Flight Plan .............................................................................4-36
4.9 FLIGHT RELEASE ................................................................................4-38

4.9.1 Flight Release Process..........................................................................4-38
4.9.2 Flight Release Message (release) .........................................................4-39
4.9.3 Flights Originating from Outstations ......................................................4-40
4.9.4 Changes to the Release ........................................................................4-40
4.10 INTERNATIONAL DISPATCH ...............................................................4-41

4.10.1 ICAO Flight Plan ....................................................................................4-41
4.10.2 Overflight Permits ..................................................................................4-41
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4.11 RE-DISPATCH OPERATIONS...............................................................4-42

4.11.1 Definitions ..............................................................................................4-42
4.11.2 Applicability............................................................................................4-43
4.11.3 Fuel Requirements ................................................................................4-43
4.11.4 Re-dispatch Procedure During Flight.....................................................4-43
4.12 FLIGHT WATCH ....................................................................................4-48

4.12.1 Responsibility.........................................................................................4-48
4.12.2 Movement Control .................................................................................4-48
4.13 TYPHOON .............................................................................................4-50

4.13.1 Objective................................................................................................4-50
4.13.2 Definition................................................................................................4-50
4.13.3 Classification of Typhoon Warning Phases ...........................................4-51
4.13.4 Typhoon Coordination Center................................................................4-51
4.13.5 Typhoon Handling Procedures of JZ .....................................................4-51
4.13.6 Cancellation of the Typhoon Warning....................................................4-53
4.13.7 Responsibilities of Station(s) .................................................................4-53
4.14 TEST FLIGHTS OR AIRWORTHINESS FERRY FLIGHTS ..................4-54
CHAPTER 5 OPERATING POLICY
5.1 GENERAL ............................................................................................... 5-5

5.1.1 Operating Authority.................................................................................. 5-5
5.1.2 CAL Operating Policy .............................................................................. 5-5
5.1.3 Airmanship and Good Judgement ........................................................... 5-7
5.2. CREW RESOURCE MANAGEMENT (CRM) .......................................... 5-8

5.2.1 CRM Principles ........................................................................................ 5-8
5.2.2 CRM Philosophy ...................................................................................... 5-8
5.2.3 CRM Policy .............................................................................................. 5-9
5.2.4 CRM Behaviors........................................................................................ 5-9
5.3 COCKPIT RULES.................................................................................. 5-12

5.3.1 Duty Stations ......................................................................................... 5-12
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5.3.2 Cockpit Discipline .................................................................................. 5-12

5.3.3 Unauthorized Cockpit Activities ............................................................. 5-13
5.3.4 Cockpit Door .......................................................................................... 5-13
5.3.5 Transferring Control ............................................................................... 5-13
5.3.6 Guarding Flight Controls........................................................................ 5-14
5.3.7 Admission to the Flight Deck ................................................................. 5-14
5.3.8 Cockpit Jumpseat Travel Procedures .................................................... 5-15
5.3.9 Cockpit Lighting ..................................................................................... 5-16
5.3.10 Cockpit Lookout ..................................................................................... 5-17
5.3.11 Use of Headsets and Boom Mics .......................................................... 5-17
5.3.12 Sterile Cockpit Rules ............................................................................. 5-17
5.3.13 Donning Oxygen Masks......................................................................... 5-18
5.3.14 Seat Belts / Shoulder Harness / Arm Rests........................................... 5-18
5.3.15 No Smoking Policy................................................................................. 5-18
5.4 AIRPORT OPERATIONS ...................................................................... 5-20

5.4.1 Runway Condition.................................................................................. 5-20
5.4.2 Autoland Not Recommended................................................................. 5-22
5.4.3 Airport Critical Areas.............................................................................. 5-22
5.5 AUTHORIZED WEATHER MINIMA....................................................... 5-23

5.5.1 Applicability of Weather Minima ............................................................ 5-23
5.5.2 RVR / RVV / Prevailing Visibility Measurement ..................................... 5-23
5.5.3 Wind Limitations .................................................................................... 5-24
5.5.4 Authorized Takeoff Minima..................................................................... 5-24
5.5.5 Authorized Landing Minima ................................................................... 5-25
5.5.6 Flight Crewmember Minimums .............................................................. 5-27
5.6 AIRCRAFT OPERATION....................................................................... 5-29

5.6.1 Simulation of Emergency Situation........................................................ 5-29
5.6.2 Style of Flying ........................................................................................ 5-29
5.6.3 Responsibility for Control / PF Duties .................................................... 5-29
5.6.4 Use of Checklists ................................................................................... 5-30
5.6.5 Use of Autopilot / Autothrottles .............................................................. 5-30
5.6.6 Aerodynamic Braking during Landing.................................................... 5-32
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5.6.7 Brake Cooling ........................................................................................ 5-32
5.7 VISUAL OPERATIONS ......................................................................... 5-34

5.7.1 Visual Approach..................................................................................... 5-34
5.7.2 Charted Visual Flight Procedures .......................................................... 5-34
5.7.3 Sidestep Maneuver................................................................................ 5-35
5.8 LOW VISIBILITY OPERATIONS (LVO) ................................................. 5-36

5.8.1 General .................................................................................................. 5-36
5.8.2 Definitions .............................................................................................. 5-36
5.8.3 CAT II Authorization and Minima ........................................................... 5-37
5.8.4 Pilot Qualification for CAT II Operations ................................................ 5-38
5.8.5 Practice Category II Approaches and Automatic Landings ................... 5-39
5.8.6 Aircraft Condition ................................................................................... 5-39
5.8.7 Takeoff Limitations ................................................................................. 5-40
5.8.8 Approach Limitations ............................................................................. 5-40
5.8.9 Approach Bans ...................................................................................... 5-41
5.8.10 Use of Automatic Systems..................................................................... 5-42
5.8.11 Missed Approach ................................................................................... 5-42
5.8.12 Ground Equipment Required for CAT II Approaches............................. 5-42
5.8.13 Runway Requirements .......................................................................... 5-43
5.8.14 RVR Measurement and Required Visual Reference ............................. 5-43
5.8.15 Company Limitations ............................................................................. 5-44
5.8.16 CAT II Abnormal Conditions................................................................... 5-45
5.9 ADVERSE WEATHER OPERATIONS................................................... 5-46

5.9.1 Cold Weather Operations ...................................................................... 5-46
5.9.2 Hot Weather Operation.......................................................................... 5-49
5.9.3 Turbulence ............................................................................................. 5-49
5.9.4 Thunderstorms....................................................................................... 5-51
5.9.5 Windshear ............................................................................................. 5-52
5.9.6 Operation in Areas of Volcanic Ash Clouds ........................................... 5-53
5.9.7 Typhoon ................................................................................................. 5-53
5.10 ATC CLEARANCE ................................................................................ 5-54
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5.10.1 Recording the Clearance ....................................................................... 5-54

5.10.2 Accepting the Clearance........................................................................ 5-54
5.10.3 Departure/Arrival Clearance .................................................................. 5-54
5.10.4 Compliance with ATC Clearances ......................................................... 5-54
5.10.5 Climb and Descent Clearances ............................................................. 5-54
5.10.6 Speed and Heading Clearances............................................................ 5-55
5.11 ALTIMETRY........................................................................................... 5-56

5.11.1 Altimeter Setting Policy.......................................................................... 5-56
5.11.2 RVSM Operations .................................................................................. 5-56
5.11.3 Altimeter Error for Operations in Extremely Cold Temperatures............ 5-57
5.12 LONG-RANGE NAVIGATION................................................................ 5-58

5.12.1 Preflight Preparation .............................................................................. 5-58
5.12.2 Required Navigation Equipment ............................................................ 5-58
5.12.4 Verification of Performance Data ........................................................... 5-59
5.12.5 FMS/PMS/INS Initialization and Crosscheck ......................................... 5-59
5.12.6 Enroute Navigation Procedures............................................................. 5-59
5.13 RISK MANAGEMENT ........................................................................... 5-61

5.13.1 Weather Updates................................................................................... 5-61
5.13.2 Fuel Consumption Monitoring................................................................ 5-61
5.13.3 Contingency Planning............................................................................ 5-61
5.13.4 Circuit Breakers ..................................................................................... 5-61
5.13.5 Traffic Collision and Avoidance System (TCAS).................................... 5-62
5.13.6 Ground Proximity Warning System (GPWS) ......................................... 5-62
5.13.7 Terrain Warning ..................................................................................... 5-62
5.13.8 Airborne Weather Radar........................................................................ 5-62
5.14 ABNORMAL CONDITIONS................................................................... 5-63

5.14.1 Engine Failure........................................................................................ 5-63
5.14.2 Engine Fire Warning .............................................................................. 5-64
5.14.3 Inflight Fire or Smoke............................................................................. 5-64
5.14.4 Structural Integrity.................................................................................. 5-64
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5.14.5 Emergency Descent .............................................................................. 5-64

5.14.6 Overweight Landing............................................................................... 5-64
5.14.7 Fuel Dumping ........................................................................................ 5-65
5.15 REPORTING MECHANICAL IRREGULARITIES.................................. 5-66
5.15.1 Cabin Log Book (CLB) .......................................................................... 5-66
5.16 ETOPS OPERATIONS .......................................................................... 5-68
5.17 ALLOWABLE TAKEOFF / LANDING WEIGHT .................................... 5-69
CHAPTER 6 PROCEDURES AND TECHNIQUES
6.1 GENERAL................................................................................................ 6-3
6.2 PRE-DEPARTURE .................................................................................. 6-4

6.2.1 Cabin Crew Briefing................................................................................. 6-4
6.2.2 Aircraft Inspection .................................................................................... 6-5
6.2.3 Required Aircraft Documents................................................................... 6-5
6.2.4 Documents for Ground Personnel ........................................................... 6-5
6.2.5 FMC/INS Programming and Verification .................................................. 6-6
6.2.6 Departure Briefing.................................................................................... 6-6
6.2.7 Use of Navigation Charts ......................................................................... 6-6
6.3 PUSHBACK AND TAXI ........................................................................... 6-7
6.4 TAKEOFF ................................................................................................ 6-9

6.4.1 Takeoff Runway Selection........................................................................ 6-9
6.4.2 Engine Failure during Takeoff .................................................................. 6-9
6.4.3 Intersection Takeoff.................................................................................. 6-9
6.4.4 Reduced Thrust Takeoff ........................................................................... 6-9
6.4.5 Commencement of Takeoff Roll............................................................. 6-10
6.4.6 Rejected Takeoff (RTO) ......................................................................... 6-10
6.4.7 Minimum Altitude for Turn after Takeoff ................................................. 6-10
6.4.8 Noise Abatement ................................................................................... 6-10
6.4.9 Use of Weather Radar ........................................................................... 6-10
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6.4.10 Aircraft Lighting ...................................................................................... 6-11
6.5 DEPARTURE ......................................................................................... 6-12

6.5.1 Departure Procedures............................................................................ 6-12
6.5.2 Paperwork .............................................................................................. 6-12
6.6 ENROUTE PROCEDURES ................................................................... 6-13

6.6.1 General .................................................................................................. 6-13
6.6.2 Cruise Technique ................................................................................... 6-14
6.7 DESCENT .............................................................................................. 6-15

6.7.1 Speed Restrictions................................................................................. 6-15
6.7.2 Checklists............................................................................................... 6-15
6.7.3 Landing Lights........................................................................................ 6-15
6.7.4 Descent Planning................................................................................... 6-15
6.8 HOLDING............................................................................................... 6-16
6.9 APPROACH........................................................................................... 6-17

6.9.1 Authorized Approaches.......................................................................... 6-17
6.9.2 Approach Preparation ............................................................................ 6-17
6.9.3 Initial Approach ...................................................................................... 6-18
6.9.4 Configuration and Drag Management .................................................... 6-19
6.9.5 Precision Approach................................................................................ 6-19
6.9.6 Non-precision Approach ........................................................................ 6-19
6.9.7 Operational Requirements ..................................................................... 6-20
6.9.8 Stable Approach Criteria........................................................................ 6-21
6.9.9 Operation below DH/DA or MDA............................................................ 6-21
6.10 MISSED APPROACH ............................................................................ 6-23
6.11 LANDING............................................................................................... 6-24

6.11.1 Selection of Landing Runway ................................................................ 6-24
6.11.2 Landing Performance Data .................................................................... 6-24
6.11.3 Use of Autobrakes ................................................................................. 6-24
6.11.4 Touchdown ............................................................................................ 6-25
6.11.5 Runway Turnoff Speed........................................................................... 6-25
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6.12 ARRIVAL AND GROUND HANDLING .................................................. 6-26

6.12.1 Post-flight Duties.................................................................................... 6-26
CHAPTER 7 COMMUNICATION
7.1 GENERAL ............................................................................................... 7-2
7.2 CALLSIGN............................................................................................... 7-3
7.3 AIR-GROUND/GROUND-AIR COMMUNICATION.................................. 7-4

7.3.1 Aeronautical Mobile Communication ....................................................... 7-4
7.3.2 Communication Monitoring and Alerting.................................................. 7-6
7.3.3 ACARS and SATCOM Operations ........................................................... 7-7
7.3.4 Priority For Communications With CAL Or Handling Agent..................... 7-9
7.4 AIR-AIR COMMUNICATION ................................................................. 7-10
7.5 GROUND-GROUND COMMUNICATION .............................................. 7-11
7.6 RADIO FAILURE, UNLAWFUL INTERFERENCE AND INTERCEPTION ........ 7-12

7.6.1 Radio Failure ......................................................................................... 7-12
7.6.2 Unlawful Interference............................................................................. 7-12
7.6.3 Interception ............................................................................................ 7-12
7.7 DISTRESS AND URGENCY ................................................................. 7-14
7.8 COMMUNICATION FOR SEARCH AND RESCUE............................... 7-15
7.9 RADIO TELEPHONY ............................................................................ 7-16

7.9.1 General .................................................................................................. 7-16
7.9.2 Standard Phraseology ........................................................................... 7-16
7.9.3 Reports .................................................................................................. 7-16
7.9.4 ATC Clearance ...................................................................................... 7-17
7.9.5 Communication Procedure .................................................................... 7-18
7.9.6 Additional Notes..................................................................................... 7-18
CHAPTER 8 PASSENGER SERVICE & GROUND HANDLING
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8.1 CUSTOMER SERVICE PHILOSOPHY ................................................... 8-3

8.1.1 Safety and Customers Come First........................................................... 8-3
8.1.2 Responsibility........................................................................................... 8-3
8.1.3 Teamwork ................................................................................................ 8-4
8.2 PASSENGER HANDLING ....................................................................... 8-5

8.2.1 Passenger Acceptance............................................................................ 8-5
8.2.2 Passenger Documents ............................................................................ 8-5
8.2.3 Boarding and Boarding Status................................................................. 8-5
8.2.4 Denied Boarding ...................................................................................... 8-5
8.2.5 No-Show Passengers .............................................................................. 8-6
8.2.6 VIP ........................................................................................................... 8-6
8.2.7 Carriage of Firearm.................................................................................. 8-7
8.2.8 Expectant Mothers ................................................................................... 8-7
8.2.9 Unaccompanied Minors (UM) .................................................................. 8-8
8.2.10 Pets in the Cabin ..................................................................................... 8-8
8.3 SEATING POLICIES................................................................................ 8-9

8.3.1 Maximum Number of Passengers............................................................ 8-9
8.3.2 Upgrading/Downgrading .......................................................................... 8-9
8.3.3 Crew Seats/Crew Rest Facilities.............................................................. 8-9
8.4 CABIN MANAGEMENT POLICIES ....................................................... 8-11

8.4.1 Alcoholic Beverages .............................................................................. 8-11
8.4.2 Smoking................................................................................................. 8-11
8.4.3 Carry-on Baggage ................................................................................. 8-11
8.4.4 Use of Electronic Devices During Flight ................................................ 8-12
8.5 SPECIAL PASSENGER SITUATIONS .................................................. 8-14

8.5.1 Fueling with Passengers On Board ....................................................... 8-14
8.5.2 Disabled or Diseased Passengers......................................................... 8-14
8.5.3 Carriage of Prisoners............................................................................. 8-16
8.5.4 Guards or Escorts.................................................................................. 8-16
8.5.5 Intoxicated or Unruly Passengers ......................................................... 8-17
8.5.6 Medical Emergency ............................................................................... 8-18
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8.6 SCHEDULE RELIABILITY .................................................................... 8-20

8.6.1 Maintaining the Schedule ...................................................................... 8-20
8.6.2 Delays.................................................................................................... 8-20
8.6.3 Delay Reports ........................................................................................ 8-20
8.6.4 Passenger Consideration Following Delay ............................................ 8-21
8.6.5 Passenger Handling Following Diversion .............................................. 8-21
8.7 CARGO LOADING (FREIGHTER AIRCRAFT) ..................................... 8-22
8.8 DANGEROUS GOODS ......................................................................... 8-23

8.8.1 Information to the PIC............................................................................ 8-23
8.8.2 Crew Responsibility and Authority ......................................................... 8-24
8.8.3 Spillage, Leakage or Fire....................................................................... 8-24
8.8.4 Emergency Procedures ......................................................................... 8-25
8.9 PA ANNOUNCEMENTS ........................................................................ 8-27
8.10 CREW AND PASSENGER MANIFESTS .............................................. 8-28
CHAPTER 9 NON-SCHEDULED FLIGHTS & FLIGHT DIVERSION
9.1 NON-SCHEDULED FLIGHT OPERATIONS ........................................... 9-2
9.1.1 General .................................................................................................... 9-2
9.1.2 Training Flight .......................................................................................... 9-2
9.1.3 Charter Flights ......................................................................................... 9-2
9.1.4 Test Flights............................................................................................... 9-3
9.1.5 Airworthiness Ferry Flights ...................................................................... 9-3
9.1.6 Ferry Flights with One Engine Inoperative............................................... 9-4
9.1.7 Special Flights ......................................................................................... 9-4
9.2 FLIGHT DIVERSION ............................................................................... 9-5
9.2.1 Decision to Divert..................................................................................... 9-5
9.2.2 Responsibilities of JZ............................................................................... 9-5
9.2.3 Responsibilities of PIC............................................................................. 9-6
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CHAPTER 10 SAFETY AND SECURITY
10.1 GENERAL ............................................................................................. 10-3

10.1.1 Safety Promotion ................................................................................... 10-3
10.2 RESPONSIBILITY OF CREWMEMBERS............................................. 10-5
10.3 SECURITY THREATS ........................................................................... 10-6
10.4 SECURITY CHECK ............................................................................... 10-7
10.5 REGULATION FOR COCKPIT ENTRY ................................................. 10-9

10.5.1 Operating Rules for Cockpit Door.......................................................... 10-9
10.5.2 Cockpit Entry Regulations ..................................................................... 10-9
10.6 SEAT BELT / SHOULDER HARNESS ................................................ 10-10
10.7 INTERFERENCE WITH CREWMEMBERS / HIJACKING .................. 10-11

10.7.1 Passenger Misconduct ........................................................................ 10-11
10.7.2. Unruly Passengers in Flight................................................................. 10-11
10.7.3 Flight Crew Action................................................................................ 10-11
10.7.4 Hijacking .............................................................................................. 10-13
10.8 BOMB THREAT................................................................................... 10-14
10.9 OFFLOADING OF UNACCOMPANIED BAGGAGE ........................... 10-15
10.10 FLIGHT OPERATION QUALITY ASSURANCE (FOQA) .................... 10-16

10.10.1 Introduction .......................................................................................... 10-16
10.10.2 Definitions ............................................................................................ 10-16
10.10.3 Handling Procedure of FOQA Events .................................................. 10-16
10.11 FLIGHT CREW INCAPACITATION ..................................................... 10-18

10.11.1 Two Challenge Rule............................................................................. 10-18
10.11.2 Crewmember Action ........................................................................... 10-18
10.11.3 Command Succession......................................................................... 10-20
10.11.4 Emergency Authority ........................................................................... 10-20
10.11.5 Support and Non-Interference ............................................................. 10-20
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10.12 EMERGENCY...................................................................................... 10-21

10.12.1 PIC Authority........................................................................................ 10-21
10.12.2 Notification of Emergency.................................................................... 10-21
10.12.3 Dispatch Assistance ............................................................................ 10-21
10.12.4 Engine Failure in Flight ........................................................................ 10-21
10.12.5 Emergency Evacuation........................................................................ 10-21
10.12.6 Overweight Landing or Fuel Dumping ................................................. 10-21
10.12.7 Enroute Operations.............................................................................. 10-22
10.13 BIRD STRIKE ...................................................................................... 10-23
CHAPTER 11 TRAINING AND STANDARDS
11.1 GENERAL ............................................................................................. 11-4

11.1.1 Training Program ................................................................................... 11-4
11.1.2 Standardization Program ....................................................................... 11-4
11.1.3 Reporting for Training ............................................................................ 11-4
11.1.4 Certification of Training .......................................................................... 11-5
11.1.5 Dress Code............................................................................................ 11-5
11.1.6 Food and Beverages in Training Facilities............................................. 11-5
11.1.7 Course Critique / Evaluation .................................................................. 11-5
11.2 SUPERVISORY AIRMEN ...................................................................... 11-7

11.2.1 Duties and Responsibilities ................................................................... 11-7
11.2.2 Categories and Reporting Relationships ............................................... 11-7
11.2.3 Eligibility............................................................................................... 11-10
11.2.4 Number of Supervisory Airmen............................................................ 11-10
11.2.5 Training and Qualification .................................................................... 11-10
11.2.6 Standardization and Evaluation (STAN/EVAL)......................................11-11
11.2.7 Revision / Waiver of Policy ...................................................................11-11
11.3 FLEET STANDARDS AIRMEN ........................................................... 11-12
11.4 MANAGER OF FLYING TRAINING SECTION.................................... 11-13
11.5 ADMINISTRATIVE POLICIES OF HIRING AND PROMOTION
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STANDARDS....................................................................................... 11-14
11.6 INITIAL AIRCRAFT ASSIGNMENT ................................................... 11-15
11.7 UPGRADE STANDARDS .................................................................... 11-16

11.7.1 PIC Qualification .................................................................................. 11-16
11.8 TRAINING SYLLABI ........................................................................... 11-17
11.9 TRAINING PLANS AND SCHEDULES............................................... 11-18
11.10 LICENSING ........................................................................................ 11-19
11.11 TRAINING PROGRAMS...................................................................... 11-20

11.11.1 Indoctrination Training ......................................................................... 11-20
11.11.2 APQ ..................................................................................................... 11-20
11.11.3 Initial Training ...................................................................................... 11-20
11.11.4 Transition Training ............................................................................... 11-20
11.11.5 Re-Qualification Training ..................................................................... 11-20
11.11.6 Differences Training............................................................................. 11-21
11.11.7 Cross Crew Qualification Training ....................................................... 11-21
11.11.8 Upgrade Training ................................................................................. 11-21
11.11.9 CRM Training....................................................................................... 11-21
11.11.10 Emergency Training............................................................................. 11-21
11.11.11 Recurrent Training ............................................................................... 11-21
11.12 COCKPIT POSITION (SEAT) QUALIFICATION ................................. 11-22
11.13 INITIAL OPERATING EXPERIENCE (IOE)......................................... 11-23
11.14 SLOW TRAINING PROGRESS........................................................... 11-25
11.15 SUSPENSION OF TRAINING ............................................................. 11-26
11.16 SIMULATOR / FTD MALFUNCTION................................................... 11-27
11.17 SIMULATOR SCHEDULING POLICY ................................................. 11-28

11.17.1 Priority.................................................................................................. 11-28
11.17.2 PCs and PTs........................................................................................ 11-28
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11.17.3 Observers in the Simulator .................................................................. 11-28
11.18 PROFICIENCY CHECK....................................................................... 11-29

11.18.1 Requirement for Proficiency Check ..................................................... 11-29
11.18.2 Review and Approval ........................................................................... 11-30
11.19 TRAIN TO PROFICIENCY CONCEPT ................................................ 11-31
11.20 LINE CHECK ....................................................................................... 11-33
11.21 PERFORMANCE STANDARDS.......................................................... 11-35

11.21.1 Aircraft Handling Requirements........................................................... 11-35
11.21.2 Ground Training Examinations ............................................................ 11-36
11.21.3 CBT...................................................................................................... 11-36
11.22 EVALUATION STANDARDS ............................................................... 11-37

11.22.1 Training ................................................................................................ 11-37
11.22.2 Check................................................................................................... 11-38
11.23 CHECK FAILURE................................................................................ 11-41
11.24 DUAL QUALIFICATION ...................................................................... 11-42
11.25 ROUTE & AIRPORT QUALIFICATION ............................................... 11-43
11.26 RECENT OPERATING EXPERIENCE ................................................ 11-45

11.26.1 Landings .............................................................................................. 11-45
11.26.2 Re-qualification Requirement .............................................................. 11-45
11.27 S-FLIGHTS.......................................................................................... 11-46
11.28 PERSONAL RECORDS ...................................................................... 11-48
CHAPTER 12 FORMS
12.1 LOADSHEET ........................................................................................ 12-3

12.1.1 Loadsheet (manual) Sample................................................................. 12-3
12.1.2 Explanation of Manual Loadsheet......................................................... 12-4
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12.2 BIRD STRIKE REPORT FORM............................................................ 12-6
12.3 CREW REPORT ................................................................................... 12-7
12.4 CAT II REPORT (AUTOLAND REPORT) ............................................. 12-9
12.5 COMPUTER FLIGHT PLAN (CFP) .................................................... 12-10

12.5.1 CFP Example ...................................................................................... 12-10
12.5.2 Explanation of CFP Format................................................................. 12-11
12.6 SIMPLIFIED FLIGHT PLAN (SFP) ..................................................... 12-16

12.6.1 Instruction of the Simplified Flight Plan............................................... 12-16
12.6.2 SFP Example ...................................................................................... 12-19
12.7 FUEL SHEET...................................................................................... 12-21
12.8 CAPTAIN’S ANNOUNCEMENT ......................................................... 12-22
12.9 DISPATCH MESSAGE ....................................................................... 12-23

12.9.1 Flight release Form ............................................................................. 12-23
12.9.2 Redispatch Message Record.............................................................. 12-24
12.10 OPERATION LOG .............................................................................. 12-25

12.10.1 Sample................................................................................................ 12-25
12.10.2 Explanation of Operation Log ............................................................. 12-26
12.11 NOTIFICATION TO CAPTAIN (NOTOC) ............................................ 12-28
12.12 TECHNICAL LOG BOOK ................................................................... 12-30

12.12.1 Sample................................................................................................ 12-30
12.12.2 Explanation of TLB.............................................................................. 12-32
12.13 FLIGHT DECK PASS.......................................................................... 12-37
12.14 LOADSHEET(EDP) ............................................................................ 12-38

12.14.1 Loadsheet (EDP) Sample ................................................................... 12-38
12.14.2 Explanation of EDP Loadsheet ........................................................... 12-39
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Chapter 1 General
Table of Contents
1.1 INTRODUCTION ..................................................................................... 1-2
1.2 CONTENT AND APPLICABILITY ........................................................... 1-4
1.3 PAGINATION SYSTEM ........................................................................... 1-5
1.4 REVISION SYSTEM AND SERVICE....................................................... 1-6
1.5 EDITING AND REVISING........................................................................ 1-7
1.6 DISTRIBUTION AND CONFIDENTIALITY.............................................. 1-8
1.7 TERMINOLOGY ...................................................................................... 1-9
1.8 DEFINITIONS ........................................................................................ 1-10
1.9 ABBREVIATIONS.................................................................................. 1-18
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1.1 INTRODUCTION
The China Airlines, Ltd, (hereinafter, “CAL”) Flight Operations Manual

(hereinafter, “FOM”) is published by the Vice President, Flight Operations
Division, to define the policies and procedures needed to ensure safe and
efficient flight operations. This manual is part of a larger Air Carrier
Manual, which consists of the following volumes:
I. Flight Operations Manual (FOM) *
II. Flight Crew Operating Manual (FCOM) *
III. Airplane Operating Manual (AOM) *
IV. Jeppesen Airways Manual (JAM)
V. Safety and Emergency Procedures Manual (SEP) *
VI. Route Information Manual (RIM)
VII. Minimum Equipment List (MEL)
VIII. Fault Reporting Manual (FRM)
IX. Runway Analysis Manual (RAM)
X. Weight & Balance Manual (WBM)
XI. Training Manual (TM)
XII. Standardization Manual (SM)
XIII. Flight Crew Manual (FCM) *
XIV. Airplane Flight Manual (AFM)
XV. Job Function Manual (JFM)
XVI. Ground Operations Manual (GOM)
XVII. Flight Attendant’s Operation Manual (FAOM)
XVIII. Aircraft Dispatch Manual (ADM)
* Issued to all flight crewmembers
The FOM has been prepared in accordance with applicable regulations of

the Civil Aeronautics Administration of the Republic of China (hereinafter,
“CAA”) and ICAO Annex 6, Operational Procedures of Commercial Air
Transport – Airplane, The FOM, MEL and TM are CAA-approved. Other
volumes of the Air Carrier Manual are accepted, but not approved, by
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CAA.
All volumes of the Air Carrier Manual may be reviewed at the Flight
Information Library of the Flight Operation Information Department
(hereinafter, “OV”). Each manual is issued on an as-needed basis by the
Manual Section, Operations Planning and Development Department.
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1.2 CONTENT AND APPLICABILITY
The FOM contains general policies and procedures governing flight

operations and operating personnel. Only those policies and procedures
that apply to the operation of CAL aircraft, regardless of type, are found in
this policy manual. Policies governing operation of a specific aircraft can
be found in the respective AOM.
In the event of disagreement between the policies contained in this

manual and other volumes of the Air Carrier Manual, the provisions of this
manual shall govern. If there is disagreement between the operating
policies contained in this manual and regulations governing flight
operations within a specific territory or country, the provisions of those
regulations shall supercede the provisions of this manual.
Operating personnel are expected to comply with policies contained in this

manual during normal operations. However, nothing herein is intended to
preclude or prevent the exercise of good judgement during any irregularity
or abnormal situation not covered by this manual.
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1.3 PAGINATION SYSTEM
For easy reference, the pagination system is comprised of chapter

number, followed by the page number.
Sample Pagination:
Chapter Page Number
1 - 10
Page Number
Page 1-10
Rev. 1
Revision Number
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1.4 REVISION SYSTEM AND SERVICE
This FOM will be maintained by the “Standardization Department”.

Revisions to this manual will be issued whenever necessary.
Each revision shall be inserted without delay and entered in the RECORD
OF REVISIONS by the holder.
Each revision comes with a “Revision Service” sheet that indicates the
amendment number, the effective date and highlights. Changes to the
former contents will be identified by a strong vertical line on the revised
pages. If an entire “Chapter “ or “Section “ is revised, the reason for this
will be given in the attached “Revision Service” sheet.
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1.5 EDITING AND REVISING
The Vice President, Flight Operations Division, is responsible for

establishing policies published in the FOM. The Standardization
Department is responsible for editing and revising the FOM.
Revisions to the manual will be classified either as permanent or

temporary revisions. Permanent revisions are issued on a six-month
revision cycle. Each page within a permanent revision will contain a
sidebar to indicate changed information. Deletion or insertion of an entire
chapter or section will only be indicated on the Revision Service sheet.
Temporary revisions are issued as necessary to provide operating

personnel with current information about operating policies and
procedures. Temporary revisions will be yellow in color and will be inserted
facing the page containing policies or procedures to be amended. All
outstanding temporary revisions will be incorporated into the manual at
the time of each permanent revision.
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1.6 DISTRIBUTION AND CONFIDENTIALITY
The FOM is distributed to all flight crewmembers, all aircraft, each

operating department, the CAA, and other persons listed in the
Distribution List.
Each manual holder is responsible for promptly inserting all revisions to

manuals in their possession and for recording the insertion and date of
each such revision on the Record of Revision page.
The entire content of this manual and other parts of the Air Carrier Manual
are the property of CAL. Manual holders are prohibited from distributing
copies of the manual or any part thereof to anyone without the prior written
permission of their General Manager. The contents of the manual should
not be disclosed or discussed with anyone other than CAL employees.
Failure to observe this prohibition will result in disciplinary action.
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1.7 TERMINOLOGY
When used in FOM, the following terms shall be interpreted as meaning:

“ Shall/Must ”an action verb in the imperative sense, means that the
application of a rule, procedure, or provision is mandatory.
“ Will ” means that indicated action or procedure is mandatory and
must be followed except in an emergency.
“ Should ” means that the application of a procedure or provision is
recommended.
“ May ” means that the application of a procedure or provision is

Optional.
“Should not” means that the application of a procedure or provision is

not recommended.
“May not” means that the application of a procedure or provision is

prohibited.
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1.8 DEFINITIONS
Air-Ground Communication : Two-way communication between aircraft

and stations or locations on the surface of the earth.
Air-to-Ground Communication : One way communication from aircraft to
stations or locations on the surface of the earth.
Airplane Flight Manual: A manual associated with the certificate of
airworthiness, containing limitations within which the airplane is to be
considered airworthy and instructions and information necessary to the
flight crews for the safe operation of the airplane.
Aeronautical Information Publication : A publication issued by or with
the authority of a State and containing aeronautical information of a lasting
character essential to air navigation.
Approach :
(1) Initial approach : That part of an instrument approach procedure
consisting of the first approach to the first navigational facility
associated with the procedure, or to a predetermined fix.
(2) Intermediate approach : That part of an instrument approach
procedure from the first arrival at the first navigational facility or
predetermined fix, to the beginning of the final approach.
(3) Final approach : That part of an instrument approach procedure
which commences at the specified final approach fix or point, or
where such a fix or point is not specified
a. at the end of the last procedure turn, base turn or inbound turn of a
racetrack procedure, if specified; or
b. at the point of interception of the last track specified in the
approach procedure; and
c. ends at a point in the vicinity of an aerodrome from which a landing
can be made; or a missed approach procedure is initiated.
(4) Circling approach : An approach, the final course of which is more
than 30º off runway centerline, which requires visual maneuvering.
ATC Flight Plan : Based on the ICAO flight plan document filed by
Dispatch with appropriate ATC authorities.
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Cabin Crewmember : A crew member who performs, in the interest of

safety of passengers, duties assigned by CAL or the pilot-in-command of
the aircraft, but who shall not act as a flight crew member. Also referred to
as “ Cabin Crew ”.
Ceiling : The height above ground or water of the base of the lowest layer
of cloud below 20,000 ft covering more than half of the sky.
Controlled airspace : An airspace of defined dimensions within which air
traffic control service is provided to IFR flights.
Crewmember : A person assigned to perform duty in an aircraft during
flight time.
Cross-check : A method used to carefully monitor and verify navigation
information so as to ensure compliance with a currently effective Air Traffic
Control clearance. Successful long-range navigation is achieved through
effective cross-checking procedures. Cross-checking procedures shall
include:
(1) Verification that all data inserted into the FMS is correct.
(2) Verification that the FMS is operating properly.
(3) Frequent confirmation of navigation performance to ensure that the
ATC assigned track is maintained, and that the information presented
by the FMS remains within reasonable limits.
Decision Altitude : The altitude above mean sea level, where for a
precision instrument approach, a missed approach procedure must be
initiated unless the visual references have been established, permitting a
continue approach and land.
Decision Height : The height above threshold elevation, where for a
precision instrument approach, a missed approach procedure must be
initiated unless the visual references have been established, permitting a
continue approach and land.
Displaced Threshold : A threshold not located at the extremity of a
runway.
Ditching : The forced alighting of an aircraft on water.
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Emergency : Means an aircraft encountering a situation which will

endanger flight safety, and where other actions are taken, such as
declaration of emergency, deviation from assigned altitude or other
emergency operation procedures.
Estimated Time of Arrival : The time the flight is estimated to arrive at
the gate (scheduled operators) or the actual runway on times for non-
scheduled operators.
En-route Alternate : An alternate aerodrome located in the vicinity of the
planned route at which a flight may make an intermediate landing if
adverse operating conditions are encountered.
Ferry Flights : Those flights designated for positioning an aircraft to a

station for airworthiness repair when the aircraft is damaged or occur
technical problems that are not permitted to release in accordance with
the MEL (see Positioning Flight).
Final Approach Fix/Final Approach Point : The fix or point of an
instrument approach procedure where the final approach segment
commences.
Flight Crewmember : A licensed pilot, flight engineer (hereinafter, “FE”)
assigned to duty in an aircraft during flight time. Also referred to as “Flight
Crew”.
Flight Information Region : An airspace of defined dimensions within

which flight information service and alerting service is provided.
Flight Time : The time interval between the moment an aircraft first
moves under its own power for the purpose of flight until the moment it
comes to a stop at the destination terminal. Flight time is the same as
“flight time” under CAA regulations.
Gateway : A specific navigation facility (VOR, VOR/DME, NDB) located at

or near an oceanic airspace entry/exit point where a flight transitions
between airways and oceanic random routes.
Global Positioning System(GPS) : A space-based radio positioning,
navigation, and time-transfer system. The system provides highly accurate
position and velocity information, and precise time, on a continuous global
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basis, to an unlimited number of properly equipped users. The system is

unaffected by weather, and provides a world-wide common grid reference
system. The GPS concept is predicted upon accurate and continuous
knowledge of the spatial position of each satellite in the system with
respect to time and distance from a transmitting satellite to the user. The
GPS receiver automatically selects appropriate signals from the satellite in
view and translate these into a three dimensional position, velocity, and
time. System accuracy for civil users is normally 100 meters horizontally.
Ground-to-Air Communication : One way communication from stations
or locations on the surface of the earth to aircraft.
Heading : The direction in which the longitudinal axis of an aircraft is

pointed, usually expressed in degrees from North (true, magnetic or
compass).
Instrument Meteorological Conditions : Meteorological conditions

expressed in terms of visibility, distance from cloud and ceiling, less than
the minima specified for visual meteorological conditions.
International Standard Atmosphere : A constructed atmosphere which
data are used as a basis for aircraft performance and calibration of some
aircraft instruments, e.g., the pressure altimeter.
Long Haul Flight : A flight planned for six or more hours flight time.
Long Range Navigation : Flight operations outside (beyond) the

published service volume (range) of short-range (airways) navigation
facilities (i.e., VOR, VOR/DME, NDB).
Minimum Descent Altitude : The lowest altitude above mean sea level,
to which descent is authorized on final approach or during circle-to-land
maneuvering in execution of a standard instrument approach procedure
where no electronic glide slope is provided.
Missed Approach : A maneuver conducted by a pilot when an instrument
approach cannot be completed to a landing. The route of flight and
altitude are shown on instrument approach procedure charts. A pilot
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executing a missed approach prior to the Missed Approach Point (MAP)

must continue along the final approach to the MAP. The pilot may climb
immediately to the altitude specified in the missed approach procedure.
Night : The hours between the end of evening civil twilight or such other
period between sunset and sunrise as may be specified by the
appropriate authority.
Non-precision Approach : A standard instrument approach procedure in
which no electronic vertical guidance is provided.
NOTAM : A notice containing information concerning the establishment,
condition or change in any aeronautical facility, service, procedure or
hazard the timely knowledge of which is essential to personnel concerned
with flight operations.
Positioning Flights : Those flights are conducted to a station for next

commercial or non-commercial services e.g. delivery of an aircraft.
Precision Approach : A standard instrument approach procedure in
which both electronic azimuth guidance and vertical guidance are
provided, e.g. ILS and PAR.
Prohibited Area : A specified area within the land areas of a State or
territorial waters adjacent thereto over which the flight of aircraft is
prohibited.
RNAV : RNAV (Area Navigation) is a method of navigation that permits

aircraft operations on any desired course within the coverage of station-
referenced navigation signals or within the limits of self-contained system
capability. Aircraft with RNAV equipment will be able to automatically
determine its position hence be able to do offsets.
RNP : A statement of the navigation performance necessary for operation
within a defined airspace. RNAV equipment is usually required when more
stringent RNP is requested.
RNP type : The type of navigation accuracy required in the RNP airspace,
for example RNP-10, RNP-4, BRNAV…etc. RNP-10 means an accuracy
of ±10 NM during 95% of the flight must be maintained. BRNAV (Basic
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RNAV) is equal to RNP-5.

RVSM : Reduced Vertical Separation Minimum. For approved operators
and properly equipped aircraft, authorizes reduced vertical separation for
operation in designated airspace.
Sector : One scheduled takeoff and landing.
Security :. A combination of measures and human and material resources

intended to safeguard civil aviation against acts of unlawful interference.
Short Haul Flight : A flight planned for less than six hours flight time.
Short Range Navigation : Flight operations within the published service

volume (range) of short-range (airways) navigation facilities (i.e., VOR,
VOR/DME, NDB).
Special VFR flight : A VFR flight authorized by air traffic control to
operate within a control zone under meteorological conditions below the
VMC.
Standard Instrument Departure (SID) : A preplanned instrument flight
rule (IFR) air traffic control departure procedure printed for pilot use in
graphic and/or textual form. SIDs provide transition from the terminal to
the appropriate enroute structure.
Standard Terminal Arrival Route (STAR) : A preplanned instrument
flight rule (IFR) air traffic control arrival procedure printed for pilot use in
graphic and/or textual form. STARs provide transition from the enroute
structure to an outer fix or an instrument approach fix/arrival waypoint in
the terminal area.
Short Plan : Typically, the first page of a CFP, issued by Dispatch due to
aircraft changes or allowable deviations from planned takeoff weight.
Taxiway : A defined path, on a land aerodrome, selected or prepared for

the use of taxiing aircraft.
Taxi Light : Aeronautical ground lights arranged along a taxiway to
indicate the route to be followed by taxiing aircraft.
Technical Pilot : A pilot who is trained to conduct the aircraft acceptance,
airworthiness test or ferry flight.
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Chapter 1 Page 1-16
General Rev. 2
Terminal Control Area (TMA) : A portion of a control area normally

situated at the confluence of airways in the vicinity of one or more major
aerodromes.
Track : The projection on the earth's surface of the path of an aircraft, the
direction of which at any point is usually expressed in degrees from North
(true or magnetic).
Training Flights :
(1) Local Training Flights: Those non-payload carrying flights

designated by flight operations as “LCL TRN” for the purpose of
qualification of a flight crewmember(s).
(2) Route Training Flights: Those payload carrying flights designated by

flight operations as “RT” for the purpose of familiarization
/qualification of a flight crewmember(s).
U
UN Number : The four-digit number assigned by United Nation committee
of expects on transport of dangerous goods to identify a substance or
particular groups of substances.
Unit Load Device : Any type of freight container, aircraft container,
aircraft pallet with a net, or aircraft pallet with a net over an igloo.
Vertical visibility : The vertical visual range into an obscuring medium.
Visibility : The ability, as determined by atmospheric conditions and

expressed in units of distance, to see and identify prominent unlighted
objects by day and prominent lighted object by night.
(1) Flight visibility. The visibility forward from the cockpit of an aircraft in
flight.
(2) Ground visibility. The visibility at an aerodrome, as reported by an
accredited observer.
(3) Runway visual range (RVR). The maximum visibility, in the direction
of take-off or landing from a specific point along the axis of the
runway at a height corresponding to the average eye level of the pilot
at touch down. Note it is not a measurement of meteorological
visibility at or near DH.
Visual Approach : An approach by an IFR flight when either part or all of
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Chapter 1 Page 1-17
General Rev. 2
an instrument approach procedure is not completed and the approach is

executed in visual reference to the terrain.
Visual Meteorological Conditions : Meteorological conditions expressed
in terms of visibility, distance from cloud and ceiling, equal or better than
specified minima. CAA defines VMC as visibility not less than 5,000
meters and ceiling not less than 1,500 ft AGL.
Waypoint : A geographical point specified for navigation, flight planning or

traffic control purposes. For FMS navigation, waypoints are entered in the
normal manner, by NAVAID identifier, charted identifier or as a flight crew
defined waypoint.
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Chapter 1 Page 1-18
General Rev. 2
1.9 ABBREVIATIONS
AAL: Above Aerodrome Level
A/C : Aircraft
ACARS: Aircraft Communication and Addressing Reporting System
ACL: Actual Cabin Load
ACM : Additional Crewmember
ADF: Automatic Direction Finder
AFDS: Autopilot Flight Director System
AFM: Airplane Flight Manual
AFTN: Aeronautical Fixed Telecommunication Network
AGL: Above Ground Level
AH : Alert Height
AIP: Aeronautical Information Publication
AIRAC : Aeronautical Information Regulation and Control
AMSL: Above Mean Sea Level
AOM: Airplane Operation Manual
APQ : Airline Pilot Qualification
APU: Auxiliary Power Unit
ARINC: Air Radio Incorporation
ATC: Air Traffic Control
ATIS: Automatic Terminal Information System
ATS: Air Traffic Services

B
BD : Schedule Planning Department
BI : International Affair Department
BRNAV : Basic RNAV
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Chapter 1 Page 1-19
General Rev. 2
CAA : Civil Aeronautics Administration of the Republic of China
CAL : China Airlines, Ltd.
CAT : Category
CBT : Computer-based Training
CDL : Configuration Deviation List
CDU : Control Display Unit
CFE : Check Flight Engineer
CFP : Computer Flight Plan
CG : Center of Gravity
C.I.Q : Customs, Immigration & Quarantine
C/L : Runway Center Line Light
CLB : Cabin Log Book
CM : Crewmember
CP : Check Pilot
CPDLC : Controller-Pilot Data Link Communication
CPL : Commercial Pilot License
CRM : Crew Resource Management
CVR : Cockpit Voice Recorder
CZ : Information Management Division

D
DA : Decision Altitude
DE : Designated Examiner (CAA)
DH : Decision Height
DRB : Disciplinary Review Boards

E
ECAC : European Civil Aviation Conference
ECM : Extra Crewmember
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General Rev. 2
ETA : Estimated Time of Arrival
ETD : Estimated Time of Departure
Emergency Training Device, including aircraft mockups, evacuation

trainers, or ditching trainers
ETO : Estimated Time Over
ETOPS :Extended range Twin-engine aircraft Operations

F
FAA : Federal Aviation Administration
FAF : Final Approach Fix
FAOM : Flight Attendant Operating Manual
FAP : Final Approach Point
FCM : Flight Crew Manual
FCOM : Flight Crew Operating Manual
FF : Cargo Service Department
FFS : Full-Flight Simulator
FHM : Fuel Handling Manual
FL : Flight Level
FMC : Flight Management Computer
FOB : Fuel On Board
Flight Operation Bulletin
FOI : Flight Operation information
FOM : Flight Operations Manual
FPL : ATC Flight Plan
fpm : feet per minute
FRM : Fault Reporting Manual

FSA : Fleet Standards Airmen
FSC : Flight Standardization Committee
FTD : Flight Training Device. Typically, a faithful representation of an

aircraft cockpit with training capabilities similar to a flight simulator.
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General Rev. 2
GAL : Gallon
GD : General Declaration
GHA: Ground Handling Agent
GOM : Ground Operations Manual
GPS : Global Positioning System
GPWS : Ground Proximity Warning System
GTI : Ground Training Instructor

H
HAA : Height above Airport
HAT : Height above Touchdown
HF : High Frequency
HIRL : High Intensity Runway Light
HSI : Horizontal Situation Indicator
Hz : Hertz
I
IAS: Indicated Airspeed
IATA : International Air Transport Association
ICAO : International Civil Aviation Organization
IFE : Instructor Flight Engineer
IFR : Instrument Flight Rule
ILS : Instrument Landing System
IM : Inner Marker
IMC : Instrument Meteorological Condition
INOP : Inoperative
INS/IRS : Inertial Navigation System/Inertia Reference System
INTMD DSTN : Intermediate Destination
IOE : Initial Operating Experience, consisting of require aircraft and route
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Chapter 1 Page 1-22
General Rev. 2
qualification following Initial , Transition or Upgrade training.
IP : Instructor Pilot – may be qualified for simulator training, line training,

or both.
ISA : International Standard Atmosphere
ISO : International Standards Organization.
IZ : Human Resources Management Division

J
JC : Flight Control Department
JZ : System Operation Division

K
km : Kilometer
kt : Knots
L
lb : Pound
LNAV : Lateral Navigation
LRC : Long Range Cruise
LVO : Low Visibility Operation

M
MAP : Missed Approach Point
MCP : Mode Control Panel
MDA : Minimum Descent Altitude
MEA : Minimum Enroute Altitude
MEL : Minimum Equipment List
MHz : Million Hertz
MI : Quality Assurance Department

MIC : Microphone
MM : Middle Marker
Maintenance Control Section
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Chapter 1 Page 1-23
General Rev. 2
MPC : Manpower Planning Committee
MLDW : Maximum Landing Weight
MLS : Microwave Landing System
MOCA : Minimum Obstruction Clearance Altitude
MORA : Minimum Off-Route Altitude
MRC : Maximum Range Cruise
MSA : Minimum Safety Altitude
Minimum Sector Altitude
MSL : Mean Sea Level
MTOW : Maximum Takeoff Weight
MZFW : Maximum Zero Fuel Weight

N
NAVAID : Navigation Aid
ND : Navigation Display
NDB : Non Directional Beacon
NGM : Nautical Ground Mile
NOPAC :North Pacific
NOTOC : Notification to Captain
NOTAM : Notice to Airman

O
OCA/H : Obstruction Clearance Altitude/Height
OD : Flight Dispatch Department
OPS SPEC : Operations Specification
OM : Outer Marker
OE : Flight Engineering Department, Operations Div.
OG : Administration Department, Operations Div.
OL : Standardization Department, Operations Div.
OO : Planning & Development Department, Operations Div.
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Chapter 1 Page 1-24
General Rev. 2
OP : Crew Scheduling Department, Operations Div.
OQ : Training Facilities Maintenance Department, Operations Div.
OT : Flight Operations Training Department, Operations Div.
OV : Flight Operations Information Department, Operations Div.
OU, OX, OY : Assistant Vice President, Operations Div.
OZ : Vice President, Operations Div.

P
PA : Passenger Announcement
PACOTS : Pacific Organized Track System
PB : Promotion Board
PC : Proficiency Check
PAPI : Precision Approach Path Indicator
PF : Pilot Flying
PIC : Pilot-in-Command
PNF : Pilot Not Flying
PSM : Passenger Services Manual
PT : Proficiency Training
Q
QM : Quality Manual
R
RAM : Runway Analysis Manual
RD : Re-dispatch
RD PT : Re-dispatch Point
RIM : Route Information Manual
RNAV : Area Navigation
RNP : Required Navigation Performance
ROC : Republic of China
RTO : Rejected Take-Off
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Chapter 1 Page 1-25
General Rev. 2
RTOW : Regulated Take-Off Weight
RVR : Runway Visual Range
RVSM : Reduced Vertical Separation Minimum

S
SA : Supervisory Airmen (Includes all check airmen and IP)
SATCOM : Satellite Communication
SELCAL : Selective Calling
SEP : Safety and Emergency Procedure
SI : Simulator Instructor (not currently pilot-qualified).
SID : Standard Instrument Departure
SITA : Societe International de Telecommunication Aeronautics
SKJ DEST : Schedule Destination
STAR : Standard Terminal Arrival Route
SVT : Single Visit Training
SZ : Passenger Sales Division

T
TCAS : Traffic and Collision Avoidance System
TDZ : Touch Down Zone
TCH : Threshold Crossing Height
TLB : Technical Log Book
TM : Training Manual
TOC : Top of Climb
TOD : Top of Descent
TOEIC : Test of English in International Communication
TRB : Technical Review Board
TSO : Technical Service Order
TPEPF : Safety and Security Management Office
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Chapter 1 Page 1-26
General Rev. 2
ULD : Unit Load Device
UM : Unaccompanied Minor
USA : United State of America
UTC : Universal Time Coordinate

V
VASIS : Visual Approach Slope Indicator System
VFR : Visual Flight Rule
VHF : Very High Frequency
VMC : Visual Meteorological Condition
VNAV : Vertical Navigation
VO : Senior Vice President, Flight Operations
VOR : VHF Omni-direction Ranger
V/S : Vertical Speed

Z
ZFT : Zero Flight-Time Training (Conducted entirely in level C or D

simulator).
OZ-OL-01 2001/07/01
Chapter 1 Page 1-27
General Rev. 2
OZ-OL-01 2001/07/01
Chapter 2 Page 2-1
Organizations and Functions Rev. 1
Chapter 2 Organizations and Functions
Table of Contents
2.1 ORGANIZATIONAL PHILOSOPHY ........................................................2-2
2.2 MANAGEMENT STYLE AND DISCIPLIINE ...........................................2-4
2.3 ORGANIZATION CHART ........................................................................2-5
2.4 SENIOR VICE PRESIDENT, OPERATIONS ...........................................2-7
2.5 FLIGHT OPERATIONS DIVISION...........................................................2-8

2.5.1 Vice President of Flight Operations Division ............................................2-8
2.5.2 Assistant Vice Presidents of Flight Operations Division...........................2-8
2.5.3 Administration Department ......................................................................2-9
2.5.4 Chief Pilot ..............................................................................................2-10
2.5.5 Crew Scheduling Department ................................................................ 2-11
2.5.6 Flight Engineer Department ...................................................................2-12
2.5.7 Flight Operations Training Department ..................................................2-13
2.5.8 Planning & Development Department....................................................2-14
2.5.9 Standardization Department ..................................................................2-15
2.5.10 Training Facilities Maintenance Department ..........................................2-16
2.5.11 Flight Operations Information Department .............................................2-16
2.6 SYSTEM OPERATIONS CONTROL DIVISION ....................................2-18

2.6.1 Flight Control Department......................................................................2-18
2.6.2 Flight Dispatch Department ...................................................................2-18
2.6.3 Emergency Response Department ........................................................2-19
2.7 STANDING BOARDS AND COMMITTEES ..........................................2-20

2.7.1 Technical Review Board.........................................................................2-20
2.7.2 Disciplinary Review Board .....................................................................2-21
2.7.3 Promotion Board....................................................................................2-22
2.7.4 Manpower Planning Committee.............................................................2-22
2.7.5 Flight Standardization Committee..........................................................2-22
OZ-OL-01 2001/01/01
Chapter 2 Page 2-2
2.1 ORGANIZATIONAL PHILOSOPHY
The CAL organizational philosophy is published to ensure that policy

making and managerial practices within the Flight Operations Division are
consistent with the company’s Quality Policy – safety and customers come
first.
A. Safety must be the primary consideration in all decision making. To

improve safety, we must learn from our mistakes and the mistakes of
others. With these lessons in mind, we must always think ahead, looking
for and eliminating possible safety risks.
B. PICs are responsible for safe operation during flight time. Therefore, the
PIC is authorized to make the final decision regarding any and all aircraft
operating situations.
C. Our people are our most important asset. We must train them, respect
them, listen to them, and reward them appropriately for excellent
performance.
D. To compete effectively, improvement must be continuous. This requires

that we establish a learning culture within the Company which allows our
people to improve their knowledge, skills and abilities.
E. To manage effectively, decision-making must be pushed down into the

organization as close to the customer as practicable. Decision-makers
must be empowered to act in the customer's interest, based on their
good judgement.
F. The primary duty of managers and staff is to support line employees in

serving our customers.
G. Job descriptions must not only define the responsibility and authority of
each position, but must also express the relationship of the position to
the operating system1.
H. Communication with the intent to produce effective action is essential.
I. Hiring and promotion decisions exert a powerful influence on our future.

Great care must go into screening, evaluation, and selection processes.
J. To accomplish all of these goals, we must recognize that the system
exerts a powerful influence on the actions of every employee.
Punishment causes people to hide their mistakes and it should be used
only in cases of intentional policy violation, careless operation, or
inadequate discipline. We must recognize that new ideas are the seeds
OZ-OL-01 2001/01/01
Chapter 2 Page 2-3
of our future. Authoritarian attitudes kill those seeds.
Note:
1
: The ”operating system” is a set of inter-personal and inter-departmental
relationships and procedures employed by Flight Division personnel to
accomplish assigned tasks. These relationships and procedures are
defined by policies published in the Air Carrier Manual.
OZ-OL-01 2001/01/01
Chapter 2 Page 2-4
2.2 MANAGEMENT STYLE AND DISCIPLIINE
CAL encourages a non-punitive style of management. This means that

managers place primary emphasis on the development and training of
assigned employees, continuously seeking to motivate them to higher
levels of personal achievement.
Managers will make every reasonable effort to catch employees doing

something right in order to reinforce excellent performance. When an
employee performs in a particularly outstanding manner or when they
contribute to the success of CAL in an exceptional way, managers are
encouraged to recommend that employee for recognition and/or reward.
When an employee commits an unintentional error, managers should

normally resort first to counseling and training as methods to correct those
mistakes. If an employee intentionally violates company policy, commits a
serious breach of discipline, is guilty of insubordination, or is careless or
reckless in the discharge of assigned duties, managers will conduct a
prompt disciplinary review.
OZ-OL-01 2001/01/01
Chapter 2 Page 2-5
2.3 ORGANIZATION CHART

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OZ-OL-01 2001/07/01
Chapter 2 Page 2-6
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OZ-OL-01 2001/07/01
Chapter 2 Page 2-7
Organizations and Functions
Rev. 1
2.4 SENIOR VICE PRESIDENT, OPERATIONS
Senior Vice President, Operations (hereinafter, “VO”) reports to the

President and his responsibility covers chief the supervision of the
management of Flight Operations Division and System Operation Division.
(1) To ensure the safety of flight operations.
(2) To supervise flight crew manpower requirements.
(3) To monitor the training of flight crew and flight dispatchers
(4) To regulate flight operation policy and fuel policy so as to be in line with
the governing rules and principles.
(5) To oversee and maintain the standards of flight crew performance.
(6) To supervise the dispatch of flight crew.
(7) To evaluate the mechanism of flight watch and contingency plans for
aircraft in distress and emergency situation.
(8) To monitor the application and operation of flight simulator.
(9) To execute the assignment given by the Management.
OZ-OL-01 2001/01/01
Chapter 2 Page 2-8
Rev. 1
2.5 FLIGHT OPERATIONS DIVISION
2.5.1 Vice President of Flight Operations Division
The Vice President (hereinafter, “OZ”) is responsible to the VO for the

development and implementation of flight operations policy.
(1) Establish the Flight Operational Policy, supervise the implementation
of operational plan, and manage all published information related to
company flight operations.
(2) Supervise aircraft’s equipment assessments, performance control,
flight maintenance.
(3) Establish and manage flight technical standards.
(4) Supervise the flight crew training program, OT training resources use
and flight check procedure.
(5) Supervise flight crew’s scheduling, administration and periodical
medical check.
(6) Coordinate the implementations of assessments of a new aircraft type
and aircraft leasing.
(7) Supervise the overall budgeting plan and control, personnel
administration and training.
(8) Supervise simulators’ annual utilization, maintenance, and budgeting
plan.
2.5.2 Assistant Vice President of Flight Operations Division
The Assistant Vice President (hereinafter, “OY”, “OX” or “OU”) are the
executive responsible for supervising related departments of the Flight
Operations Division.
(1) Assist the Vice President in establishing the Flight Operational Policy,
supervise the implementation of operational plan, and manage all
published information related to company flight operations.
(2) Assist the Vice President in supervising aircraft’s equipment
assessments, performance control, and flight maintenance.
(3) Assist the Vice President in establishing and manage flight technical
standards.
(4) Assist the Vice President in supervising the flight crew training program,
FOTC training resources use and flight check procedure.
OZ-OL-01 2001/01/01
Chapter 2 Page 2-9
Rev. 1
(5) Assist the Vice President in supervising flight crew’s scheduling,

administration and periodical medical check.
(6) Assist the Vice President in coordinating the implementations of
assessments of a new aircraft type and aircraft leasing.
(7) Assist the Vice President in supervising the overall budgeting plan and
control, personnel administration and training.
(8) Assist the Vice President in supervising simulators’ annual utilization,
maintenance and budgeting plan.
2.5.3 Administration Department (hereinafter, OG)
The OG shall report to Assistant Vice President (OX) and be responsible:

(1) Perform the personnel administrative services of Flight Operations
Division (probation, recruitment, termination, resignation, retirement,
promotion, award/penalty, performance appraised, leaves, certificate,
uniform, employee tickets, insurance and fringe benefits, etc.);
(2) Establish and maintain the Administration Manuals of Flight
Operations Division;
(3) Plan and budget the matters of Flight Operations Division;
(4) Handle the accounting affairs and control the budget;
(5) Control the division property, equipment/appliance procurement,
application and distribution;
(6) Administer the payroll system of Flight Operations Division;
(7) Provide financial analysis reports to management;
(8) Establish and maintain the “Pilot Recruitment Administration Manual”,
and conduct the pilot recruitment;
(9) Manage the social security and personnel record;
(10) Handle the general affairs/service for expatriate pilots;
(11) Distribute and control the official documents;
(12) Conduct the survey for flight crew’s morale;
(13) Establish and implement the grievance system of Flight Operations

Division;
(14) Provide the logistic support of Flight Operations Division;
(15) Perform any other assigned duties.

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Chapter 2 Page 2-10
Rev. 1
2.5.4 Chief Pilot
The Chief Pilot of each fleet reports to the Assistant Vice President, Flight
Operations (OY).
The Chief Pilot of each fleet is responsible for the safety of flight operations
within the fleet, for management and discipline of flight crewmembers
assigned to the fleet, for the quality and consistency of flight training, and
for the safety of flight crew pairings and rosters. To satisfy these
responsibilities, each Chief Pilot shall:
(1) Act as chief technical authority for aircraft procedures and techniques
in the fleet. In this capacity, the Chief Pilot shall monitor the
effectiveness of established SOPs and make recommendations for
changes to the AOM, MEL, FOM, RAM, Route Manual, and Jeppesen
Airways Manuals, as appropriate;
(2) Monitor the performance of aircraft assigned to the fleet to ensure
airworthiness and accurate performance data;
(3) Monitor the performance of flight crewmembers assigned to the fleet to
ensure safe operating procedures, standardization, effective cockpit
management (CRM), and proper personal behavior. This will include,
but is not limited to, monitoring IP reports, captain reports, FODAS
data, attendance records, reports from assigned crewmembers,
complaints from passengers or CAL employees, procedural deviation
reports from Dispatchers, and S-Flight reports;
(4) Each Chief Pilot is primarily responsible for the safety of crew rosters
for the fleet. The Chief Pilot will confer with OP when new schedules
are published and will have authority to approve or disapprove flight
pairings, aircraft staffing (number of crewmembers), duty and rest
periods (provided that it does not exceed current CAL flight duty/time
limitations), which are used to create monthly crew schedules(OY will
resolve any disagreement regarding safety issues);
(5) Conduct an annual performance review for each assigned
crewmember, counseling individual crewmembers as necessary to
ensure safe and excellent performance. Maintain individual records for
each assigned crewmember, reflecting the results of performance
reviews, IP evaluations, and disciplinary reviews;
(6) Discipline crewmembers as required by company policy. Participate in
disciplinary or technical review boards, as requested by the Vice
President. In the event a flight violation is filed against an assigned
crewmember, the Chief Pilot will participate in the technical review and
OZ-OL-01 2001/01/01
Chapter 2 Page 2-11
Rev. 1
assist regulatory authorities, as requested by the Vice President;

(7) Recommend crewmembers for promotion to the position of
Supervisory Pilot, Standards Airman, Captain, or Cruise Captain.
Review and comment on all requests for transfer to or from other fleets.
Make recommendations for training, examination, reward, and
termination of assigned crewmembers;
(8) Supervise and evaluate the performance of all Supervisory Airmen
assigned to the fleet, regarding their performance during line training
activities;
(9) Conduct monthly fleet technical meetings and participate in Flight
Safety Meetings at the request of the Vice President;
(10) Act as System Duty Officer, as assigned by the Vice President;
(11) Participate in the evaluation and selection of all new pilots to the fleet.
At the request of the Vice President, prepare examination material to
be used in these evaluations and recommend screening procedures to
be used in the flight simulator;
(12) Monitor the mental and physical conditions of all assigned
crewmembers. Remove any deficient crewmember from the flight
schedule;
(13) Serve as a member of the Manpower Planning Committee, the
Interview and Selection Committee (relating to the respective fleet),
and Flight Standardization Committee; serve as a member of the
Promotion Board, Technical Review Board, and Disciplinary Review
Board, as their activities relate to the respective fleet;
2.5.5 Crew Scheduling Department (hereinafter, OP)
The OP shall report to Assistant Vice President (OX) and be responsible:

(1) Evaluate and allocate the manpower of flight crew;
(2) Establish the flight crew scheduling regulations, and develop the
module of the flight crew schedule;
(3) Establish the daily schedule for flight crew, including required check,
flight training and other duties;
(4) Maintain and implement the scheduling computer system;
(5) Monitor and manage the check-in and check-out inquiry system of
OZ-OL-01 2001/01/01
Chapter 2 Page 2-12
Rev. 1
crewmembers;
(6) Manage the variation of flight schedule and make flight crew duty
adjustment owing to the leaves;
(7) Manage the variation of flight schedule and the functional
performance;
(8) Coordinate crewmembers’ pick-up service and validate information of
the pick-up inquiry system. Manage crewmembers’ check-in/check-out
as well as transportation arrangement;
(9) Compute and maintain a record of flight crew’s flight time;
(10) Submit the completion training report to CAA. Coordinate and arrange
for CAA inspection flight;
(11) Maintain the validation of flight crew’s passports, visas, medical
certificates, and type rating, etc;
(12) Prepare necessary forms/documents for flight crew training/check;
(13) Establish and maintain flight crew personal recordP-File;
2.5.6 Flight Engineer Department (hereinafter, OE)
The OE shall report to Assistant Vice President (OY) and be responsible:

(1) Fulfill the duty of a FE and the duty of support engineer to each fleet;
(2) Implement and manage the administrative affair of FEs (recruitment,
promotion, training, checks, commendation and reprimand);
(3) Establish and implement the training and check standard of FEs;
(4) Assist the evaluation process prior to the purchase of a new aircraft.
Conduct the flight test of a newly acquired aircraft during the delivery
process and assist in the ferrying process afterwards;
(5) Assist with the conduct of aircraft flight test after heavy maintenance,
major repairs or checks;
(6) Attend monthly meetings with maintenance about aircraft status, follow
up on maintenance items for each fleet, and monitor the condition of
each aircraft with maintenance;
(7) Compile and amend manuals for each fleet such as MEL, FHM, Fault
Reporting Manual (hereinafter, “FRM”);
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Chapter 2 Page 2-13
Rev. 1
(8) Research on technical operation of fleets and aircraft discrepancies.

Compile the TIPS/NAM/ATIPS performed by maintenance on each
aircraft and relay the information to crew members through monthly
fleet technical meetings, technical bulletins, or recurrent training;
(9) Review the revision of technical manuals and provide
recommendation.
(10) Support the courses of instruction for the MEL/CDLFHMFRM and
other courses related to aircraft systems;
(11) Study the aircraft systems and operation techniques and report in the
technical meeting;
2.5.7 Flight Operations Training Department (hereinafter, OT)
The OT shall report to Assistant Vice President (OU) and be responsible:

(1) Develop the training performance evaluation system;
(2) Develop and exercise the “Train the Trainer” program and instructors
evaluation program;
(3) Establish the training policies, training programs and budget;
(4) Manage the classrooms, training materials, equipments and facilities;
(5) Maintain the training records and assess the training results;
(6) Report the training expenditure;
(7) Select ab-initio pilot training institutions;
(8) Control the quality of ab-initio pilot training;
(9) Conduct regular training demand survey of the Operations Division;
(10) Establish the training program in accordance with the training demand
survey;
(11) Prepare and compile training materials, “Training Manual” and “IP
Manual”;
(12) Conduct all training requirement in accordance with the Training
Manual;
(13) Assist with the pilot screening process (including ab-inito, ex-military,
expatriate and transition pilots), review and assess pilots’ upgrade and
transition;
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(14) Organize a “Pilot Screening Committee”;
(15) Coordinate with other responsible departments to ensure that CAL

cabin safety requirements are included for the new aircraft;
2.5.8 Planning & Development Department (hereinafter, OO)
The OO shall report to Assistant Vice President (OY) and be responsible:

(1) Edit and maintain Operations Specifications;
(2) Develop flight operations engineering policies;
(3) Study and examine flight operations related new systems, equipment,
and techniques;
(4) Conduct new aircraft, engine evaluation and introduction;
(5) Conduct operations planning of new launched flight segments, airports,
and planning of special flights and charter flights;
(6) Edit and maintain manuals such as Runway Analysis, Weight and
Balance, ETOPS, Letter of Compliance, Aircraft Acceptance
Manual(Operations chapter), and Route Information Manual;
(7) Set up and maintain computer flight plan system, aircraft navigation
database, and airport obstacle database;
(8) Develop company fuel policy, fuel tankering policy and analyze
abnormal fuel consumption cases;
(9) Evaluate onboard navigation and communication system and study
system improvement;
(10) Purchase and distribute operations related manuals, charts, and
NOTAMS;
(11) Conduct post flight data analysis and process operations related
technical document;
(12) Serve as a window unit of the Operations Division with international
organizations and aircraft, engine, equipment manufacturers;
(13) Conduct operations and performance special topic studies, and
provide consulting services to other units;
(14) Conduct airplane performance monitoring;

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2.5.9 Standardization Department (hereinafter, OL)
The OL report to the Assistant Vice President (OU) and be responsible:

(1) Develop and maintain through timely revisions, operating procedure
manuals for cockpit crewmembers. This includes the FOM, AOM, and
such other manuals as are necessary to accurately define safe and
efficient flight operations;
(2) Establish standard procedures for the publication of flight operations
notices to flight crewmembers (FOI, FOBs. etc.);
(3) Develop and maintain a “Standardization Manual” for CPs, covering
check standards, and the content and processes to be used during
periodic proficiency checks, route checks, and other appropriate
testing functions;
(4) Manage all DEs and CPs;
(5) Review and supervise the conduct of initial and recurrent checks of
pilot proficiency, including standardization checks for all Supervisory
Airmen;
(6) Publish qualification standards and screening procedures for all new-
hire pilots and Supervisory Airmen;
(7) Serve as the “window” to CAA for the Flight Operations Division;
(8) Serve as the Secretary for the “Flight Standardization Committee”.
Publish committee policies and procedures, help develop agendas for
meetings, maintain the records of committee meetings, and follow up
on committee decisions;
(9) Supervise and administer “Internal Self-audit” procedures for the
Division;
(10) Help develop and implement a system to track pilot qualifications and
currency. Coordinate with OP as necessary to maintain current records
of pilot qualification and required checks;
(11) Review operating policies published by OO such as the RAM, de-rated
thrust takeoff policy, fuel policy, and fuel conservation. Monitor the
status of other operating manuals such as those pertaining to MEL,
dispatch, weight & balance and ground handling of aircraft;
(12) Coordinate with regulatory authorities, ICAO, and aircraft
manufacturers as necessary to ensure assigned operating manuals
are in compliance with applicable regulations;
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(13) Participate in the evaluation, selection, and implementation of new

aircraft types;
(14) Coordinate with related units for standardizing the procedure of flight
operations.
2.5.10 Training Facilities Maintenance Department (hereinafter, OQ)
The OQ shall report to Assistant Vice President (OU) and be responsible:

(1) Procure and install the simulators and other flight training
equipment/facility;
(2) Maintain the normal operation of the simulators and flight training
equipment/facility;
(3) Perform the routine/non-routine maintenance, performance test,
certificate application and logistics support of simulators and other
flight training equipment/facility;
(4) Perform the routine/non-routine maintenance of the Cabin Service
Trainers, Door Trainers, Cabin Emergency Evacuation Trainer and
other in-flight service training equipment/facility;
(5) Handle the leasing-out of the simulators and other training facilities;
(6) Maintain the information system of Chinese Aviation Development
Foundation (CADF);
2.5.11 Flight Operations Information Department (hereinafter, OV)
The OV shall report to Assistant Vice President (OX) and be responsible:

(1) Collect and analyze data for the development of flight operation
information system;
(2) Optimize procedures for the flight operations information system;
(3) Assist in the writing and editing of the job function manual;
(4) Upkeep and manage flight information data;
(5) Establish and maintain the Flight Crew Management Information
System;
(6) Plan and develop flight operations information system procedures and
an evaluation method for the system;
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(7) Develop training courses for the use of the flight operations information
system;
(8) Develop annual plan for the flight operations information system;
(9) Develop long and short term plan for the flight operations information
system;
(10) Maintain the CBT hardware and software;
(11) Promote the use of the flight operations information system;
(12) Coordinate with OP and CZ regarding maintenance of crew scheduling

software;
(13) Manage and develop the Flight Information Library;
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2.6 SYSTEM OPERATIONS CONTROL DIVISION (hereinafter, JZ)
JZ reports to VO. JZ is responsible for dispatching aircraft, flight watch and

coordinating actions taking during flight abnormalities. SOC is comprised of
Flight Control Department, Flight Dispatch Department and Emergency
Response Department.
2.6.1 Flight Control Department (hereinafter, JC)
Flight Control Department’s areas of responsibility are:

(1) Monitor flight progress in order to ensure on time performance;
(2) Coordinating plans for flight abnormalities;
(3) Coordinating plans for in-flight emergency and for typhoon watch;
2.6.2 Flight Dispatch Department (hereinafter, OD)
(1) Provide dispatch CAL flights and other contracted airlines;

(2) Supervise dispatch operations at outstations;
(3) Update and revise dispatch regulations and procedures;
(4) Conduct initial and recurrent dispatcher training.
(5) Collect NOTAMs and conduct preflight briefing. Work out/inspect the
flight plan, and arrange the schedule of next day;
(6) Arrange the transportation and provide the services of crew pick-up at
ramp;
(7) Execute flight watch and air/ground communication operation. Monitor
flight movement and analyze aviation meteorology;
(8) Handle abnormal, delay, or emergency of flights, and implement
aircraft evacuation plan in the typhoon season;
(9) Convert the fuel price to be charged for fuel remaining from test and
training flights from domestic to international calculation basis;
(10) Plan, establish and maintain Jeppesen computer flight plan route
database;
(11) Handle the relevant operations with regard to JAL NOTAM;
(12) Survey and select ground handling agency for alternate airports;
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(13) Collect the alternate airport and FIR operations information;
(14) Maintain on board operations manuals;
(15) Plan and arrange dispatchers training courses;
2.6.3 Emergency Response Department (hereinafter, JE)
(1) Maintain emergency response manual and checklist and arrange

emergency evacuation training.
(2) Handle emergency response operations for aircraft emergency
situation.
(3) Plan and execute the training for the emergency response center
personnel.
(4) Plan, establish and revise the hardware/software equipment of
emergency response center.
(5) Handle the administration affairs within JC.
(6) Collect and analyze flight delays, severe flight delays, and report to
relevant units.
(7) Manage and track aircraft times (out, off, on, in), reservations, and
actual loading.
(8) Provide management with aircraft status, on time performance, and
aircraft availability information
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2.7 STANDING BOARDS AND COMMITTEES
2.7.1 Technical Review Board (hereinafter, TRB)
Technical Review Boards are responsible for investigating cases of

inadequate flight crew performance during training, proficiency checks, or
line operations. The primary objectives of a TRB are to identify specific
performance deficiencies and to discover the reasons for those deficiencies.
Particular attention should be devoted to system factors that could
contribute to inadequate performance, including operating policies,
management practices, training practices, checking practices, and cultural
factors. When system factors contribute in a significant way to inadequate
performance, individuals should be provided with additional training or other
opportunities for improvement.
A TRB will be convened as a result of any of the following events:
A. Upon request by the Vice President.
B. Whenever more than 25% additional training over the standard course
duration is required to qualify a flight crew.
C. Failure of the initial proficiency or line check for a newly hired pilot or
pilot upgrading to captain.
D. Upon recommendation of the General Manager, Standardization

Department, following a failure of standardization check.
E. Failure of two (2) consecutive proficiency or line checks.
F. Flight violation, serious operating incident, or accident.
A TRB will be chaired by the Vice President or his designee, and will
include at least four members from the following list, amongst which at least
two shall be active pilots:
A. Assistant Vice President
B. Chief Pilot or Assistant Chief Pilot of the respective fleet.
C. General Manager or Assistant General Manager, Administration

Department
D. General Manager or Assistant General Manager, Standardization
Department
E. General Manager or Assistant General Manager, Flight Operations

Training Department
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F. General Manager or Assistant General Manager, Flight Engineering

Department, as appropriate.
The TRB is free to call any witness deemed necessary to establish the facts
of the case and to determine the appropriate level of disciplinary action
taken. The flight crew being investigated may also call witnesses and be
represented during the hearing by a person of his or her choice.
The report of each TRB will contain findings of fact and recommended
corrective actions to improve the performance of the system as well as that
of the individuals involved. A TRB is authorized to award First Stage and
Second Stage discipline. The recommendations of a TRB will become
effective upon approval by the Vice President or his designee.
2.7.2 Disciplinary Review Board (hereinafter, “DRB”)
Disciplinary Review Boards are responsible for investigating cases of

improper crewmember attitudes or behavior, on or off the job. The primary
objectives for DRB sessions are to determine specific performance
deficiencies and to discover the reasons for those deficiencies. Particular
attention will be devoted to system factors that could contribute to
inadequate performance, including operating policies, management
practices, training practices, checking practices, and cultural factors.
A DRB shall be convened as a result of any of the following events:
A. Upon request by the Vice President.

B. Upon request of the CAA or other recognized aviation regulatory body.
C. Upon occurrence of any operational situation involving serious incident,

accident, or flight violation.
A DRB will be chaired by the Vice President or his designee, and will
include at least four members from the following list, amongst which at least
two shall be active pilots:
A. Assistant Vice President
B. Chief Pilot or Assistant Chief Pilot of the respective fleet
C. General Manager or Assistant General Manager, Administration

Department
D. General Manager or Assistant General Manager, Standardization

Department
E. General Manager or Assistant General Manager, Flight Operations

Training Department
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F. General Manager or Assistant General Manager, Flight Engineering

Department, as appropriate
The DRB is free to call any witness deemed necessary to establish the
facts of the case and to determine the appropriate level of discipline. The
flight crew being investigated may also call witnesses and be represented
during the hearing by a person of his or her choice.
The report of each DRB will contain findings of fact and recommended
corrective actions to improve the performance of the system as well as that
of the individuals involved. A DRB is authorized to award First Stage and
Second Stage discipline. The recommendations of a DRB may be
implemented upon approval by the Vice President or his designee.
2.7.3 Promotion Board (hereinafter, PB)
The Promotion Board is responsible for approving all promotions within the
Division, including, but not limited to, approval of management selections,
approval of Supervisory Airmen nominations, and approval of Captain
upgrades or inter-fleet transfers.
The PB is chaired by the Vice President or, at his request, by the Assistant
Vice President. Members include the Assistant Vice Presidents and the
General Managers of OG, OP, OT, OL, OE and the Chief Pilot or General
Manager of persons being considered for promotion. OP shall serve as
Secretary to the PB.
The PB meets at the call of the Vice President.

2.7.4 Manpower Planning Committee (hereinafter, MPC)
The Manpower Planning Committee is responsible for assessing

manpower requirements, based on current operating plans, and for
initiating staffing changes when necessary.
The MPC is chaired by the Vice President or, at his request, by the
Assistant Vice President. Members include the Assistant Vice Presidents
and General Managers of OP, OO, OG, OT, OL, OE and all Chief Pilots. OP
shall serve as Secretary of the Committee.
The MPC meets at the call of the Vice President, but no less frequently than
quarterly.
2.7.5 Flight Standardization Committee (hereinafter, FSC)
The Flight Standardization Committee is responsible for assessment and

implementation of all training and checking standards.
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The FSC is chaired by the Vice President or, at his request, by the Assistant
Vice President. Members of the FSC include the Assistant Vice President
and the General Managers of OO, OT, OL, OE and the Chief Pilot of each
fleet. OL shall serve as the Secretary to the Committee.
The FSC shall meet at the call of the Vice President, but no less frequently
than quarterly.
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Flight Crew Duties and Regulations Rev. 2
Chapter 3 Flight Crew Duties and Regulations
Table of Contents
3.1 GENERAL ...............................................................................................3-3
3.2 COMMAND/COMMAND SUCCESSION .................................................3-4

3.2.1 PIC Responsibility and Authority ..............................................................3-4
3.2.2 Captain Responsibility and Accountability ...............................................3-6
3.2.3 Cruise Captain Responsibility and Accountability....................................3-6
3.2.4 First Officer Responsibility and Accountability.........................................3-7
3.2.5 Flight Engineer Responsibility and Accountability ...................................3-7
3.2.6 PIC Designation and Command Succession...........................................3-8
3.2.7 Seniority...................................................................................................3-9
3.3 SCOPE OF EMPLOYMENT ..................................................................3-10
3.4 CONDITIONS OF EMPLOYMENT ........................................................ 3-11

3.4.1 Applicable Regulations .......................................................................... 3-11
3.4.2 Employment Restrictions ....................................................................... 3-11
3.4.3 Telephone Requirements ....................................................................... 3-11
3.4.4 Prohibited Activities ............................................................................... 3-11
3.4.5 Behavior at Outstations .........................................................................3-12
3.4.6 Personal Conduct ..................................................................................3-12
3.4.7 Qualification and Licenses.....................................................................3-13
3.5 CREW SCHEDULING ...........................................................................3-14

3.5.1 Definitions ..............................................................................................3-14
3.5.2 Legality ..................................................................................................3-16
3.5.3 Duty Limitations .....................................................................................3-16
3.5.4 Landing Limitations................................................................................3-18
3.5.5 Days Off.................................................................................................3-18
3.5.6 Scheduling Requests.............................................................................3-19
3.5.7 Required Number of Cabin Crews .........................................................3-19
3.5.8 Standby Duty .........................................................................................3-19
3.5.9 Crew Check-in/Check-out with OP ........................................................3-20
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3.5.10 Reporting for Duty..................................................................................3-20

3.5.11 Shuttle Service.......................................................................................3-21
3.5.12 Transport Between TSA and TPE..........................................................3-22
3.5.13 Cabin Crew Duty and Rest Time Limitation ...........................................3-22
3.6 PAY AND CREDIT .................................................................................3-23
3.7 AIRCRAFT OPERATION LOG ..............................................................3-24
3.8 UNIFORMS AND PERSONAL EQUIPMENT ........................................3-25

3.8.1 Uniforms ................................................................................................3-25
3.8.2 Personal Equipment ..............................................................................3-25
3.8.3 Public Image ..........................................................................................3-26
3.9 ADMINISTRATIVE POLICIES ...............................................................3-27

3.9.1 Administrative Requests ........................................................................3-27
3.9.2 Accident or Injury While on Duty ...........................................................3-27
3.9.3 Sick Leave .............................................................................................3-27
3.9.4 Annual Leave.........................................................................................3-27
3.9.5 Business Leave .....................................................................................3-27
3.9.6 Marriage, Funeral, or Birth of a Baby Leave ..........................................3-27
3.9.7 Personal Leave Without Pay .................................................................3-27
3.9.8 Maternity Leave .....................................................................................3-27
3.10 DISCIPLINE...........................................................................................3-28
3.11 CUSTOMS, IMMIGRATION & QUARANTINE (C.I.Q.)..........................3-29
3.12 CREW MEALS ......................................................................................3-30
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3.1 GENERAL
Policies relating to command and command succession, scope of

employment, crew duties, assignment to duty, reporting for duty, duty
limitations, rest, uniform regulations, and discipline are found in this
chapter.
This chapter also describes the responsibilities, authority, and

accountability of each flight crewmember.
Responsibilities define the tasks or behaviors for which each individual is

held accountable.
Authority is the power or scope of action granted to each individual in

order to accomplish assigned responsibilities.
Accountability defines the reporting relationships and identifies the person

responsible for ensuring that each individual employee satisfactorily and
consistently completes all assigned responsibilities.
In accomplishing assigned responsibilities, all employees are expected to

serve the customers of CAL in a manner consistent with the Company’s
Quality Policy (Safety and Passengers Come First). In all actions and at all
times, employees are expected to deal with our customers and with each
other in a respectful and courteous manner. Refer to Chapter 8 for
detailed descriptions of customer service policies.
Each employee must use good judgment in conducting their assigned

duties, considering special circumstances and using Company policies,
procedures, and recommended techniques as a guide to action.
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3.2 COMMAND / COMMAND SUCCESSION
3.2.1 PIC Responsibility and Authority
3.2.1.1 Definition
“Pilot-In-Command” means the flight crewmember who:

A. Has been designated to serve as PIC before the flight, or who has
succeeded to command during a flight according to the command
succession rules. For detail rules, refer to 3.2.6 “PIC Designation and
Command Succession” ;
B. Holds the appropriate category, class, and type rating, if appropriate,
for the conduct of the flight;
C. Holds a valid medical certificate and is currently without medical,
physical, or mental deficiencies that could compromise judgement or
performance;
D. Is jointly responsible with the Dispatcher for the release and re-release
of assigned flights; and
E. Has final authority and responsibility for safe operation of the flight.
If a pilot does not currently satisfy conditions B and C above, he or she is

not eligible to command a China Airlines aircraft.
3.2.1.2 PIC Responsibilities and Accountability

A. The PIC is responsible for the safe and efficient operation of assigned
flights. To accomplish this responsibility, he or she is the final authority
as to the operation of assigned aircraft. During flight time, the PIC has
full control and authority, over other crewmembers and their duties,
whether or not the PIC holds valid certificates authorizing performance
of the duties of those crewmembers.
B. In the exercise of this broad range of authority, each PIC is
accountable to the respective fleet Chief Pilot.
C. Each PIC shall ensure that:
1. Assigned flights are conducted in accordance with the CAL,

SAFETY-FIRST Operating Policy.
2. All assigned crewmembers operate as a team, using targeted CRM

behaviors, to ensure SAFETY-FIRST operation and optimum
performance.
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Chapter 3 Page 3-5
3. The latest available weather information, NOTAMS, AIREPS, and

ATS advisories are fully considered prior to flight release, re-
release, and in-flight diversion.
4. A proper ICAO flight plan has been filed and that the flight is
operated consistent with the filed flight plan unless otherwise
cleared by ATC.
5. Assigned aircraft are in an airworthy condition and are in

compliance with applicable MEL and CDL requirements.
6. Aircraft weight and balance are within operating limitations

specified in the AOM and AFM.
7. Fuel on board prior to and during flight is sufficient to accomplish

safe flight to destination and/or alternate airports in accordance
with fuel policies specified in this manual and applicable
government regulations.
8. The aircraft is operated in accordance with approved CAL standard

operating procedures, policies, applicable regulations, and
operating bulletins or notices.
9. Assigned flights are planned and released or re-released in

accordance with Company policies and each PIC shall so-certify by
signing the Flight Release, Computer Flight Plan, Loadsheet, Fuel
Sheet, Hazardous Material Notices, Security forms, and TLB.
10. No person is allowed to function as a flight crewmember without
proper authorization from the Company and who is in possession
of valid certification issued by the CAA.
11. All necessary customs forms and flight documentation are properly
completed in accordance with applicable regulations.
12. Each assigned crewmember is properly certified, is in possession

of all required certificates, passports, and visas, and is currently
physically and mentally fit to operate the flight.
13. All assigned flight and cabin crewmembers follow company policies
and behave in a manner that brings credit to CAL from the start of
the duty period at the originating stations and continuing until the
flight arrives at its final destination where a crew change is
effected.
14. The crew is briefed/informed prior to operating in any non-standard

manner.
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15. Each flight is conducted in the high spirit of CRM.
3.2.1.3 Emergency Authority of the PIC
In the event of an in-flight emergency that requires immediate action, the

PIC may deviate from any rule or regulation to the extent necessary to
safely handle that emergency.
Each PIC who exercises this emergency authority to deviate from

applicable regulations or who is involved in an incident or accident shall
promptly submit a written report on the prescribed form to the Vice
President, Flight Operations and Safety & Security Management Office. All
such reports shall be submitted within twenty-four(24) hours after the
event.
3.2.2 Captain Responsibility and Accountability
Captains report to the respective fleet Chief Pilot. If serving as part of a

multi-captain crew, they report to the designated PIC.
During pre-flight activities, captains are responsible jointly with the PIC for
all flight planning activities, for ensuring aircraft airworthiness, and for
configuring the aircraft properly for flight in accordance with Company
policies.
During flight, they are responsible for carrying out all duties assigned by
the PIC in accordance with established standard operating procedures. If
the PIC orders a non-standard procedure other than briefed, the captain
shall promptly confirm that the PIC actually intends to operate in a non-
standard manner. If the captain believes use of such procedures may
compromise the safety of the flight, he or she shall assert their view,
stating the reasons for their belief and suggesting an alternative action.
When acting in relief of the PIC, captains assume all responsibilities

normally assigned to the PIC. In an emergency that requires immediate
action, captains will action the emergency in accordance with Company
procedures and then notify the PIC of the problem.
3.2.3 Cruise Captain Responsibility and Accountability
Cruise Captains report to the PIC during flight time; they report to the
respective fleet Chief Pilot at other times.
Cruise captains shall not be assigned as captains. Cruise captains may

act in relief of the PIC during flight above 10,000 ft MSL (from either the
CM1 or CM2 position) and may act as PF from the CM2 position at the
discretion of the PIC. Cruise captains may be assigned to serve in the
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Chapter 3 Page 3-7
capacity of first officer as required.
During pre-flight activities, cruise captains are responsible jointly with the
PIC for all flight planning activities, for ensuring aircraft airworthiness, and
for configuring the aircraft properly for flight in accordance with Company
policies.
During flight, they are responsible for carrying out all duties assigned by
the PIC in accordance with established standard operating procedures. If
the PIC orders a non-standard procedure other than briefed, the cruise
captain shall promptly confirm that the PIC actually intends to operate in a
non-standard manner. If the cruise captain believes use of such
procedures may compromise the safety of the flight, he or she shall assert
their view, stating the reasons for their belief and suggesting an alternative
action.
When acting in relief of the PIC, cruise captains assume all responsibilities
normally assigned to the PIC. In an emergency that requires immediate
action, cruise captains will action the emergency in accordance with
Company procedures and then notify the PIC of the problem.
3.2.4 First Officer Responsibility and Accountability
First Officers report to the PIC during flight duty; they report to the
respective fleet Chief Pilot at other times.
First Officers are type-rated but not qualified for command except in the
event of PIC incapacitation. Succession to command shall follow the rules
set forth in 3.2.6 “PIC Designation and Command Succession”.
During flight planning, first officers are responsible jointly with the PIC for
all flight planning responsibilities, for ensuring aircraft airworthiness, and
for configuring the aircraft properly for flight in accordance with Company
policies.
First Officers are responsible for carrying out all duties assigned by the
PIC in accordance with established standard operating procedures. If the
PIC orders a non-standard procedure other than briefed, the First Officer
shall promptly confirm that the PIC actually intends to operate in a non-
standard manner. If the First Officer believes use of such procedures may
compromise the safety of the flight, he or she shall assert their view,
stating the reasons for his or her belief and suggesting an alternative
action.
3.2.5 Flight Engineer Responsibility and Accountability
Flight engineers report to the PIC during flight duty; they report to OE at
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Chapter 3 Page 3-8
other times.
The duties of the flight engineer are as follows:

A. Conduct a preflight inspection of the aircraft to ensure airworthiness
and proper servicing in accordance with the flight release. Conduct a
post-flight inspection of the aircraft during turnarounds and whenever
significant maintenance work is performed on the aircraft.
B. On cargo aircraft, conduct an inspection of main deck cargo, checking
for security, proper lockdowns. Cargo door locks should also be
checked prior to departure.
C. Conduct cockpit setup activities, as set forth in the respective AOM.
D. Assist CM1 and CM2 in the conduct of flight operations according to

standard operating procedures. If the PIC orders a non-standard
procedure, the flight engineer shall promptly confirm that the PIC
actually intends to operate in a non-standard manner. If the flight
engineer believes use of such procedures may compromise the safety
of the flight, he shall assert his view, stating the reasons for his belief
and suggesting an alternative action.
E. Assist the PIC in monitoring and maintaining the TLB and Operations
Log, including entry of mechanical discrepancies noted during flight
time.
F. Monitor the status of aircraft systems during flight and advise the PIC
regarding abnormal or emergency conditions.
G. Assist in the preparation and updating of technical manuals and
provide technical support to the fleet, as assigned by the OE.
H. Perform such other duties as are assigned by the PIC during flight.
3.2.6 PIC Designation and Command Succession
The captain whose name is listed first on the crew roster is authorized by
CAL to designate the PIC for each sector. This captain will ensure that PIC
assignment is fairly allocated among qualified crewmembers after
considering flight safety issues. The designated PIC (as defined by 3.2.1)
will then be the sole and final authority for the safety and conduct of the
flight and will sign the flight plan, TLB, loadsheet, and other flight papers.
During annual line checks of PIC proficiency, the captain being checked
must actually perform the duties of PIC during the check. Consequently,
the captain being checked is the PIC for the flight unless relieved of those
duties by the CP in the interests of flight safety.
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If a currently type qualified CP, IP, or General Manager (including Chief

Pilot) is operating as part of the assigned flight crew, the CP, IP, or General
Manager (including Chief Pilot) has authority to relieve the PIC of
command in the interests of flight safety. The CP, IP, or General Manager
(including Chief Pilot) may then assign another qualified pilot to serve as
PIC, including themselves.
In the event of PIC incapacitation, the succession of command will be:

captain, cruise captain, senior first officer, and then first officer.
A full written report shall be submitted to the Chief Pilot immediately after
any flight where a PIC has become incapacitated or has been relieved of
command.
3.2.7 Seniority
Seniority for flight operations purposes will be based on initial position

date of check out (CAPT/FO/FE). When upgrading to another position
(i.e.:FO to CAPT, FE to FO), the seniority of the original position shall not
carry over.. However, the seniority of flight crewmembers who transition to
a new type aircraft will be temporarily adjusted to the date of qualification
on the new fleet for scheduling purposes. After 10 months service on the
fleet, seniority will be re-adjusted to date of hire.
If a flight crewmember fails to qualify during transition/upgrade training

and is returned to his/her former position, their original date of initial
position qualification will establish seniority.
Currently type qualified flight crewmembers serving as Vice President,

Assistant Vice President, General Manager (including Chief Pilot), CP, or
IP, in that order, will be placed on the schedule ahead of other flight
crewmembers.
Refer to Job Function Manual of OP for detail information.
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3.3 SCOPE OF EMPLOYMENT
Flight crewmembers are expected to serve the Company in their assigned

capacity in any part of the world on any routes, including special or
unscheduled flights.
A flight crewmember may be assigned to temporary duty at any affiliated

company, but shall suffer no loss of pay or working conditions as a result
thereof.
Flight crewmembers may also be assigned to ground duties, when

reasonably required by the Company. This may include, but is not limited
to, attendance at meetings, training or briefings, office duty, standby duty,
or technical activities within their field of competence.
In the event a flight crewmember is suspended pending investigation by a

hearing board, they may be temporarily assigned to ground duty.
If a flight crewmember becomes medically disqualified, he/she shall not be

assigned ground duty, but may be scheduled for licensing currency
purposes.
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3.4 CONDITIONS OF EMPLOYMENT
3.4.1 Applicable Regulations
During service to the Company, flight crewmembers shall perform their

duties in accordance with the requirements of:
A. The laws and regulations of the Republic of China; and
B. Applicable regulations of regulatory authorities within countries served

by CAL; or
C. Company policies, rules, and regulations; or
D. Recommended ICAO practices and procedures.
Whichever is more restrictive.
3.4.2 Employment Restrictions
Without prior written permission from the Company, flight crewmembers:

A. Shall not simultaneously work for another airline in any capacity; or
B. Shall not conduct interviews, give lectures or speeches, broadcast or

publish articles on matters concerning the business of the Company or
its subsidiaries or affiliates.
C. Should refrain from engaging in any activities that compromise their
ability to perform satisfactorily while on duty with the Company.
3.4.3 Telephone Requirements
Each flight crewmember shall maintain a telephone, at which they can be

contacted during periods of availability. The Company must be
continuously informed of this contact number and any changes thereto.
Cellular phones may acceptable contact numbers, depending upon the
service area.
3.4.4 Prohibited Activities
Flight crewmembers may not:

A. Consume any type of alcoholic beverages within 12 hours prior to flight
duty;
Note: A flight crewmember who results in a Blood Alcohol

Concentration at or above 0.20 mg/L (0.04%) will severely
affect the flight performance. He/She shall be withdrawn from
flight duty immediately and be subjected to a demerit and one-
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Chapter 3 Page 3-12
month suspension.
A flight crewmember who results in a Blood Alcohol

Concentration between 0.10 mg/L – 0.20 mg/L (0.02% -0.04%)
will severely affect the flight performance. He/She shall be
withdrawn from flight duty immediately and will be subjected to
a reprimand for the first violation and a demerit for the second
violation within consecutive 12 calendar months.
B. Consume any alcohol beverages while on duty (including ACM and
ECM);
C. Consume any alcohol beverages in public while wearing the Company
uniform (including rank and insignia) or any recognizable part thereof;
D. Use any illegal or controlled substances such as narcotics, stimulants
or other medication not approved by a flight surgeon;
E. Donate blood within 72 hours prior to flight duty;
F. Engage in scuba diving activities within 24 hours prior to flight duty (if
decompression stops are required after diving, a minimum of 48 hours
must be allowed before flying);
G. Engage any activity prohibit by the working conditions set up between
the employee and CAL.
3.4.5 Behavior at Outstations
During outstation layovers, flight crewmembers shall:

A. Conduct themselves in a proper and acceptable manner at all times.
B. Be available for flight duty, if given proper notice and adequate rest.
C. Inform the captain or Station Manager of a contact number, if they

choose not to stay at assigned crew accommodations.
D. Flight crewmembers who are not provided with hotel accommodations
or who go home for an extended period during a layover, are required
to check in with the Station Manager between 4 hours and 24 hours
prior to the departure time of the next assigned flight. Such flight
crewmembers may meet the crew at the airport at the assigned
reporting time.
3.4.6 Personal Conduct
It is expected that the following guidelines will be observed:

A. Cooperate fully with the Company or regulatory authorities during any
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Chapter 3 Page 3-13
investigation of employee performance or actions;

B. Avoid violent or inconsiderate behavior. Threatening, abusing,
harassing, or physically injuring other persons will result in discipline.
C. Treat Company property and work methods as valuable trade secrets
and do not release any information related thereto unless requested to
do so by the Company.
D. Follow all legitimate instructions from assigned managers.
E. Follow proper channels when requesting vacation, sick leave, travel

privileges, or special work assignments. Flight crewmembers may
contact OP by phone, but should not visit the OP’s office without
approval of the Chief Pilot/OE.
F. Maintain good physical and mental health in order to perform at peak
efficiency. Flight crewmembers are encouraged to report conditions of
bad health to medical authorities and to avoid flying when physically or
mentally impaired.
G. Protect Company property and prevent waste.
H. All flight crewmembers are expected to behave honestly.
I. No Flight Operations Division employee may accept a commission or

other inducement from companies or individuals who maintain
business connections with CAL.
J. Good judgment is expected regarding off-duty sports or other
physically demanding activities. Flight crewmembers are expected to
show up physically fit and ready for duty.
3.4.7 Qualification and Licenses
Refer to Chapter 11, Training and Standards.
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3.5 CREW SCHEDULING
3.5.1 Definitions
A. Single Crew - A complement of two (2) pilots, one of whom is PIC
qualified.
B. Multiple Crew – A complement of three (3) pilots, one of whom is PIC
qualified and another is either captain or cruise captain qualified.
C. Double Crew – A complement of four (4) pilots, one of whom is PIC
qualified and another is either captain or cruise captain qualified.
D. Flight Time - The time interval between the moment an aircraft first
moves under its own power for the purpose of flight until the moment it
comes to a stop at the destination terminal.
E. Flight Crewmember Logbook
Total Time: Total flight time for the flight.
PIC Time: Actual flight time serving in the capacity of PIC, regardless
of time at the controls.
PIC U/S (Under Supervision) Time: Flight time at the controls serving
as PF, but not as PIC.
SIC Time: Flight time serving in a capacity other than PF.
F. Duty
Duty includes the following activities assigned by the Company:
a. Flight duty.
b. Ground duties such as training, checks, meetings, office duty,

standby duty etc.
G. Flight Duty
Assigned flight deck duty in the capacity of CM1, CM2, CM3 or

positoning for duty as ACM.
H. Duty Period
Duty period is the time interval between actual reporting time or

scheduled reporting time at home base, whichever is later, until the
time of release from duty at home base. Under normal conditions,
release time will be 1 hour after arrival at the gate of the flight or series
of flights at home base.
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I. Flight Duty Period
The time interval between reporting time until the time of release from
duty. Under normal conditions, release time will be 1 hour after arrival
at the gate of the last flight in a series of flights which are unbroken by
an intervening legal rest period.
After being released from the flight duty, flight crewmembers must
have a legal rest period before performing another flight duty period.
Once reporting for duty, if the crew is given 3 or more consecutive

hours of rest at an appropriate accommodation (rest time commences
at time of check-in and ends at check-out) due to flight delay, the rest
period is not counted towards the flight duty period. However, the
previously accumulated duty time still counts towards total flight duty
period.
An appropriate accommodation means crew house or hotels provided

by company for crew rest.
J. Rest Period
A period of time, other than during flight duty, where flight

crewmembers are relieved of all duties (exclude layover at outstations)
with the Company in order to obtain required rest.
K. Adequate Sleeping Facilities (Bunk)
The facilities on board an aircraft consist of a horizontal sleeping

facilities in an area isolated from passengers.
L. Additional Crew Member (ACM)
Crewmember(s) being transported to and from their duty assignment.

For detail information, refer to Job Function Manual of OP.
M. Extra Crew Member (ECM)
Qualified company personnel traveling as an extra crewmember but

not functioning as part of the flight crew. Refer to Job Function
Manual of OP for detail information. The ECM will be assigned a cabin
seat (if available), otherwise the jumpseat (if available) may be
assigned.
N. Standby Duty
A duty assignment which requires flight crewmembers to be legal and

available for flight with proper notice.
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O. Day Off
A calendar day, during which time the crewmember must be relieved of

all duties.
3.5.2 Legality
3.5.2.1 Responsibility
OP and flight crewmembers are jointly responsible for ensuring that the
crewmember is legal to fly all assigned flights, in compliance with
applicable duty and rest limitations.
OP shall not schedule any flight crewmember for flights that would violate
any applicable flight or rest period limitation. Flight crewmembers shall
immediately notify OP when it becomes apparent that any flight or rest
period would violate any applicable limitations.
Every flight crewmember must accept all legal flight assignments. Flight
crewmembers will be excused from assigned flights only due to illness,
family emergency, illegality, or when a schedule trade request has been
approved. If a flight crewmember believes they are being treated unfairly, a
complaint should be filed with the Chief Pilot/OE, as appropriate, after
completion of the flight.
Each flight crewmember must maintain a “Certificate of Competency and

Personal Log” (Gold Card), documenting annual training and
qualifications. Each captain must also document currency for routes,
special airports, and CAT II recent experience in this log. This “Gold Card”
must be carried by each crewmember on every flight and is subject to
inspection by CAA or Company supervisory airmen.
3.5.2.2 Crew Pairings
OP must ensure that junior captains do not fly with junior first officers.
“Junior” in this context means any pilot who has accumulated less than
100 hours on type with CAL.
In the case of new PICs, only first officers who have accumulated more
than 100 hours on type may be scheduled with captains who have less
than 100 hours as PIC on type.
3.5.3 Duty Limitations
3.5.3.1 Flight crew duty and rest time limitation
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Unit : hours
MAX. Flight
Flight Time Duty Rest
(In 24 consecutive hours) Period
Single 10 (flight time <8)
10 14
Crew 18 (8< flight time <10)
16 (with bunk)
Multiple 12 (with at least a business 18 (flight time <12)
18
Crew class seat whenever a bunk is 24 (flight time >12)
not available)
18 (with bunk)
Double 12 (with at least a business 18 (flight time <16)
24
Crew class seat whenever a bunk is 22 (16< flight time <18)
not available)
All Crew 1. All flight crewmembers
a) must be given at least 24 consecutive hours of rest period in
every 7 consecutive days.
b) may not operate more than 100 flight hours during any calendar
month, and more than 1,000 flight hours during any calendar
year.
c) may not operate more than 32 flight hours in any 7 continuous
single-crew scheduling days.
2. Once reporting for duty, if the crew is provided 3 or more
consecutive hours of rest at an appropriate accommodation (rest
time commences at time of check-in and ends at check-out) due
to flight delay, the rest period is not counted towards the flight duty
period. However, the previously accumulated duty time still counts
towards total flight duty period.
3. At stations other than TPE, in the event it is not possible to add an
additional flight crewmember, the PIC may, with the consent of all
operating flight crewmembers, agree to extend the maximum flight
duty period not more than 2 hours beyond the applicable
maximum. However, the 2-hour extension is not available if the
duty flight is scheduled or delayed to depart between 2100L and
0700L.(Note: Cabin crew limitation is as per FAOM.)
4. Multiple and double crew on flight duty through 6 or more time
zones and who lay over for more than 48 hours in a station, must
be given a rest period of at least 48 hours at home bases on
completion of the duty. However, the same crews may be
scheduled to fly to the last layover point or any other points with
less than 3 time zones differences when the applicable rest period
for multiple or double crews has been given.
5. If the flight duty is terminated after reporting for duty but prior to
the commencement of a flight, the minimum crew rest should be 8
hours for double, multiple, or single crew.
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3.5.3.2 Departure Between 2100L to 0700L
Flights scheduled to depart between the hours of 2100L and 0700L shall
be subject to the following additional restrictions:
A. Must be dispatched as a multiple crew/double crew (as required), if the
total scheduled flight time is more than 8 hours for the duty period.
B. Maximum flight duty period will be reduced 2 hours from the normal
limits for single, multiple, and double crew dispatch.
3.5.3.3 Extension of Scheduled Duty Period
At stations other than TPE, in the event of it is not possible to add an

additional flight crewmember, the PIC may, with the consent of all
operating flight crewmembers, agree to extend the maximum flight duty
period not more than 2 hours beyond the applicable maximum. However,
the 2-hour extension is not available if the flight is scheduled or delayed to
depart between 2100L and 0700L. (Note: Cabin crew limitation is as per
Flight Attendant’s Operation Manual.)
In making a decision to extend the flight duty period, the PIC must give
careful consideration to the physical and mental condition of operating
flight crewmembers.
In the event a flight lands at other than scheduled destination, the crew
may be requested to continue to the destination in excess of duty limits (1
takeoff and landing).
Flight crewmembers may not be involuntarily assigned to extended flight

duty.
3.5.4 Landing Limitations
During a single flight duty period, the number of landings scheduled or

flown shall not exceed the following limits:
International flights – 6 landings.
3.5.5 Days Off
Each flight crewmember will normally receive a 8 days off per calendar
month.
If, due to operational demands, it is not possible to schedule flight
crewmembers for 8 days off in a month, the days off lost will be made up
the following months.
Days off are in addition to annual leave allowances.
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Chapter 3 Page 3-19
In preparing flight schedules, OP will try to balance the workload among

crewmembers to ensure safety and fairness.
3.5.6 Scheduling Requests
Flight crewmembers may submit special scheduling requests to OP

th
through their Chief Pilot not later than the 10 of the month preceding the
month in which the special schedule is requested.
To maximize schedule stability, each flight crewmember is restricted to a

maximum of three special scheduling requests each calendar year.
The following are not considered to be a special schedule request for

purposes of this policy:
A. Request to trade schedules with another pilot.
B. Leave requests related to family emergency.
3.5.7 Required Number of Cabin Crews
CAA regulations require that each passenger-carrying aircraft be staffed

with at least one cabin crew per 50 passenger seats. However, it is the
policy of CAL to schedule the following number of cabin crews on each
passenger aircraft.
Aircraft Type Minimum C/As Normal Dispatch
B-744 9 18
B-742 8 17
A340 6 13
MD-11 7 13
AB-6 6 11
B-738 4 6
Note: For operations to Canada, each cabin door must have at least 1
cabin crew assigned.
3.5.8 Standby Duty
Standby duty periods starts at 0001L and end at 2400L.
Standby duty will not be scheduled on more than two consecutive days.
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3.5.9 Crew Check-in/Check-Out with OP

A. Each flight crewmember should inquire about his/her reporting time
(i.e.:by phone) the day prior to scheduled departure from TPE.
B. Crewmembers who fail to report with the OP check-in counter at
scheduled reporting time, may be replaced and suffer a loss of pay.
C. In the event of schedule change, OP will notify the crewmember as
early as possible. In making such notifications, OP will consider normal
sleeping hours.
D. Reporting time inquiries may be made by phone at the following
numbers: 2546-9005 (Chinese) or 2545-9613 (English). Service hours
are 1700 to 0800, local time.
E. Each flight crewmember is responsible for check-out by phone with OP
after completion of their last flight. This check out should be completed
within 6 hours of release from flight duty.
F. The telephone number for check out is 2546-8957(English) and 2546-
8958(Chinese).
G. Questions regarding a duty assignment may be referred to OP at
2712-3141 ext. 6863, 6864.
3.5.10 Reporting for Duty
Each flight crewmember must report to the designated reporting place

according to the following schedule.
A. International Flights
Each flight crewmember must report for duty at the scheduled time not
later than 140 minutes prior to scheduled departure. Flight
crewmembers should be on seat no later than 40 minutes prior to
scheduled departure time.
Flight crewmembers based in KHH must confirm departure not later

than 100 minutes prior to departure time and report to the KHH counter
not later than 60 minutes prior to departure.
At outstations, the Company will notify the hotel of the wake-up and
pick-up time. Each resident crewmember will then receive an
appropriate notification.
Non-resident crewmembers must either check in with the station

manager to determine departure time. Reporting time starts when the
crew arrives at the airport terminal and shall not be later than 60
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Chapter 3 Page 3-21
minutes prior to scheduled departure.

B. Cargo Flights
Each flight crewmember must report for duty at the scheduled time not
later than 120 minutes prior to scheduled departure. Flight
crewmembers should be on seat no later than 40 minutes prior to
scheduled departure time.
C. Simulator Duty
Unless otherwise specified in the training notice, reporting time for

scheduled simulator training or checks is 60 minutes prior to the
period.
For detail information, refer to Job Function Manual of OP.

3.5.11 Shuttle Service
Flight crewmembers who are scheduled for flight duty or training duty may
request shuttle service to and from authorized pick up points within the city
of Taipei. A map of the shuttle service area may be obtained from OP.
Crewmembers who wish to utilize the shuttle service must notify OP via
2514-6982.
Crewmembers should arrive at the shuttle pick up point not later than 5
minutes prior to scheduled pick-up time. If the shuttle has not arrived by 5
minutes after the scheduled pick up time, the crewmember should arrange
alternate transportation.
If there is a last minute change in departure time that cannot be

accommodated by the shuttle, crewmembers should arrange their own
transportation so as to arrive on-time for briefing at the Company. A
transportation allowance will be paid, upon request.
After completing duties in TPE, flight crewmembers should return to OP

where the shuttle will depart within 15 minutes. If the crewmember elects
to use another vehicle after scheduling a shuttle, they may not request
compensation.
The contact number for shuttle questions or pick-up time is 2514-6982 or

2712-3141, extensions 6863, 6864.
Pilots who do not apply for shuttle services may apply to the OG for a
transportation allowance. The amount of this allowance is set by the
Human Resources Management Division(IZ).
For detail information, refer to OP Job Function Manual.
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3.5.12 Transport Between TSA and TPE
Crewmembers are transported to and from flight duty at TPE airport by

Company bus.
Flight crewmembers must meet with their assigned crew for briefing at OP
prior to an international departure, but may elect to depart TPE by other
means after completion of their last assigned flight.
3.5.13 Cabin Crew Duty and Rest Time Limitation
RefertoFlight Attendant’s Operation Manual.
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3.6 PAY AND CREDIT
Contract employees are paid according to the provisions of their personal

contracts. Non-contract employees are credited with pay hours according
to the administrative regulations of IZ.
Rates of pay for flight duty credit hours and expense allowances are
specified in the administrative regulations of IZ.
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3.7 AIRCRAFT OPERATION LOG
The PIC shall ensure that the aircraft operation log is accurately
completed for each sector flight flown.
OP shall verify with flight crew with regards to any discrepancy between
actual takeoff/landing time and daily flight performance record.
Daily flight performance record will be recorded according to the times

recorded on the aircraft operation log.
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3.8 UNIFORMS AND PERSONAL EQUIPMENT
3.8.1 Uniforms
Flight crewmembers are periodically issued with a full uniform, per

company regulations. Consequently, they are expected to wear the
uniform, including hats, when on duty.
Uniform jackets should be worn under the following conditions:
Area Summer Winter
Europe, USA, Japan, Required* Required

Oceania
Others Not Required Required
Notes: Winter is from October 15 through March 31
Summer is from April 1 through October 14
* For round trip flight to Japan during summer, jacket is not

required.
Well-polished black shoes and black or dark blue socks shall be worn with
the uniform.
The uniform may not be adorned with objects other than tie clips, tie pins,
or Company-supplied wings, epaulettes, ID's, a CAL stickpin.
Complete uniforms including hats and Airline ID must be worn at all times
in the presence of passengers and the general public. Jackets should be
buttoned, ties shall not be loosened and hats shall not be carried. Hats will
be worn squarely on the head, not askew at an angle.
Any improper wearing of uniform may result in disciplinary action by the

Chief Pilot.
For cabin crew’s uniform standards, refer to Flight Attendants’ Operation

Manual.
3.8.2 Personal Equipment
While on duty, flight crewmembers shall carry the following items:

A. A working flash light.
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Chapter 3 Page 3-26
B. A spare set of glasses (the spare sets cannot be contact lenses), if

required by the medical certificate.
C. A valid passport/visa
D. A current Crew Member Certificate of ROC
E. Valid Airman Certificate (ATP/CPL) of ROC
F. Valid Type Rating Certificate of ROC or other required certificate (such

as : FAA issued license…).
G. Valid Airman Medical Certificate
H. Certificate of Competency and Personal Log (Gold Card)
I. CAL employee identification card
3.8.3 Public Image
The professional image of CAL is greatly enhanced by well-dressed, well-

disciplined crewmembers. Crewmembers should always do their best to
present a professional image to the traveling public, particularly during
flight duty periods. Uniforms should be clean and well-pressed and shoes
should be shined. Luggage should be of company-issue or be similar in
style and color. Cabin crew with large luggage are expected to follow those
with smaller bags.
One indication of good discipline is the manner in which crewmembers

walk through airport terminals. Cabin crew are expected to line up, two-by-
two, behind the PIC and flight crew. The purser should follow as last in line
to ensure all crewmembers pass through immigration control satisfactorily.
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3.9 ADMINISTRATIVE POLICIES
3.9.1 Administrative Requests
Requests relating to flight schedules, schedule swaps, annual leave, sick

leave, business leave, and fleet change requests should be processed
through each Chief Pilot or OE.
Requests for passes or discount travel should be processed directly with

OG.
3.9.2 Accident or Injury While on Duty
Medical care is provided by the Company for crewmembers who are

injured or who become sick during a flight duty period. Crewmembers will
be provided with a list of approved care facilities within the area of a
layover facility and must use these approved facilities for treatment when
possible.
Transportation to and from the medical facility will be at crewmember

expense unless the crewmember is incapacitated and ambulance service
is required.
Crewmembers who seek medical care during a flight duty period must
complete the prescribed form and follow the local medical reporting rules.
The contract medical facility will bill the local office of CAL for services.
3.9.3 Sick Leave
Please refer to the administrative regulations of IZ.
3.9.4 Annual Leave
3.9.5 Business Leave
3.9.6 Marriage, Funeral, or Birth of a Baby Leave
3.9.7 Personal Leave Without Pay
3.9.8 Maternity Leave
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3.10 DISCIPLINE
Good personal discipline leads to responsible behavior and consistent

performance. All flight crewmembers are expected to exercise good
discipline at all times in their personal and professional activities.
Discipline is also a management system intended to ensure that Company

behavioral and performance objectives are consistently met. The CAL
discipline system consists of a structured process intended to optimize the
performance of each employee, according to their personal knowledge,
skills, and abilities (KSA’s). As such, the disciplinary system focuses
primarily on improvement of employee KSA’s. It also includes the
possibility of punishment in cases that involve improper attitudes,
deliberate violations of regulations or company policy, and careless or
reckless operation.
Each General Manager/Chief Pilot is responsible for ensuring that

employees under their supervision consistently practice good discipline.
General Managers are authorized to conduct disciplinary reviews when
they notice behavior or attitudes, which are undesirable or inconsistent
with CAL policies or procedures.
Please refer to the administrative regulations of IZ for disciplinary actions.
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3.11 CUSTOMS, IMMIGRATION & QUARANTINE (C.I.Q.)
All countries have similar customs authorities enforcing local customs,

immigration & quarantine regulations.
It is the responsibility of each crewmember to be aware of the regulatory

requirements of the destination country.
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3.12 CREW MEALS
The meals will be provided to the crewmembers by the flight time as

following:
A. Less than 4 hours: snack
B. More than 4 hours but less than 8 hours: hot meal
C. More than 8 hours: 2 hot meals
D. More than 10 hours: 2 hot meals and one snack
E. More than 12 hours: 3 hot meals and one snack
When a passenger flight is delayed, the associated traffic personnel shall

arrange meals for the flight crew and passengers. When a freighter is
delayed, the associated cargo personnel/agent shall arrange meals for the
flight crew.
The CM1 and CM2 will stagger their in-flight meals to ensure one pilot is
monitoring the aircraft and maintaining surveillance for other aircraft. The
one pilot shall be responsible for the controlling of the aircraft.
For single crew, different meals will be used by the flight crew for flights
less than 3 hours. For flights that are 3 hours or more, if different meals
are not available, the flight crew shall consume the meal at least one and
one half hours apart.
For double crew or multiple crew dispatch, the crewmembers who are not
on seat may take meals in the passenger cabin. However, the uniform
should not be visible and the passengers are not to be disturbed.
Flight crewmembers who prefer special meals should present their

requests in writing to OP.
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Chapter 4 Page 4-1
Flight Preparation and Flight Release Rev. 2
Chapter 4 Flight Preparation & Flight Release
Table of Contents
4.1 OPERATIONAL CONTROL.....................................................................4-4

4.1.1 Responsibility for Operational Control .....................................................4-4
4.1.2 Responsibility for Flight Release .............................................................4-4
4.1.3 Restriction or Suspension of Operations .................................................4-4
4.1.4 Emergency Authority ...............................................................................4-4
4.1.5 Notification of Delays ...............................................................................4-5
4.2 DISPATCHER DUTIES ............................................................................4-6

4.2.1 General Duties.........................................................................................4-6
4.2.2 Preflight Duties ........................................................................................4-6
4.2.3 Duties During Flight Time ........................................................................4-7
4.2.4 Post-flight Duties......................................................................................4-8
4.3 FLIGHT PLANNING ................................................................................4-9

4.3.1 Definitions and Abbreviations ..................................................................4-9
4.3.2 Weight & Balance ....................................................................................4-9
4.3.3 Weather Below Minimums ..................................................................... 4-11
4.3.4 Route / Altitude ......................................................................................4-12
4.3.5 Cruise Speed .........................................................................................4-12
4.3.6 Documentation.......................................................................................4-12
4.4 FUEL POLICY .......................................................................................4-14

4.4.1 Flight Profile...........................................................................................4-14
4.4.2 Definitions ..............................................................................................4-14
4.4.3 Minimum Fuel for Flight Release ...........................................................4-17
4.4.4 Factors to be Considered During Fuel Planning....................................4-17
4.4.5 Extra Fuel ..............................................................................................4-17
4.4.6 Inflight Consideration .............................................................................4-18
4.4.7 Low Fuel State.......................................................................................4-18
4.5 AIRPORT REQUIREMENTS .................................................................4-21

4.5.1 Destination Airport .................................................................................4-21
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4.5.2 Alternate Airport Weather Minima..........................................................4-21

4.5.3 Takeoff/Enroute Alternate Airport Requirements ...................................4-23
4.5.4 Destination Alternate Airport Requirements ..........................................4-24
4.5.5 ETP Airports ..........................................................................................4-25
4.5.6 Airport Rescue and Fire Fighting Facilities ............................................4-26
4.6 AIRCRAFT AIRWORTHINESS .............................................................4-28

4.6.1 Airworthiness Release ...........................................................................4-28
4.6.2 Weather Radar ......................................................................................4-30
4.6.3 Corrective Action at Non-CAL Maintenance Stations ............................4-31
4.6.4 On-Board Manuals.................................................................................4-31
4.7 AIRCRAFT LOADING AND SERVICING ..............................................4-33

4.7.1 Aircraft Loading......................................................................................4-33
4.7.2 Loadsheet ..............................................................................................4-33
4.7.3 Support for Diverted Flight.....................................................................4-33
4.7.4 Fueling ...................................................................................................4-34
4.8 COMPUTER FLIGHT PLAN (CFP) .......................................................4-35

4.8.1 CFP Preparation ....................................................................................4-35
4.8.2 Flight Plan Verification ...........................................................................4-35
4.8.3 Short Plan ..............................................................................................4-36
4.8.4 Simplified Flight Plan .............................................................................4-36
4.9 FLIGHT RELEASE ................................................................................4-38

4.9.1 Flight Release Process..........................................................................4-38
4.9.2 Flight Release Message (release) .........................................................4-39
4.9.3 Flights Originating from Outstations ......................................................4-40
4.9.4 Changes to the Release ........................................................................4-40
4.10 INTERNATIONAL DISPATCH ...............................................................4-41

4.10.1 ICAO Flight Plan ....................................................................................4-41
4.10.2 Overflight Permits ..................................................................................4-41
4.11 RE-DISPATCH OPERATIONS...............................................................4-42

4.11.1 Definitions ..............................................................................................4-42
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4.11.2 Applicability............................................................................................4-43
4.11.3 Fuel Requirements ................................................................................4-43
4.11.4 Re-dispatch Procedure During Flight.....................................................4-43
4.12 FLIGHT WATCH ....................................................................................4-48

4.12.1 Responsibility.........................................................................................4-48
4.12.2 Movement Control .................................................................................4-48
4.13 TYPHOON .............................................................................................4-50

4.13.1 Objective................................................................................................4-50
4.13.2 Definition................................................................................................4-50
4.13.3 Classification of Typhoon Warning Phases ...........................................4-51
4.13.4 Typhoon Coordination Center................................................................4-51
4.13.5 Typhoon Handling Procedures of JZ .....................................................4-51
4.13.6 Cancellation of the Typhoon Warning....................................................4-53
4.13.7 Responsibilities of Station(s) .................................................................4-53
4.14 TEST FLIGHTS OR AIRWORTHINESS FERRY FLIGHTS ..................4-54
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4.1 OPERATIONAL CONTROL
4.1.1 Responsibility for Operational Control
The PIC and duty dispatcher are jointly responsible for operational control,
including the flight dispatch, re-dispatch, and diversion of flights. JZ is
responsible for the delay, cancellation and re-scheduling of flights.
4.1.2 Responsibility for Flight Release
JZ has delegated authority for flight release to the duty Dispatcher. The
duty Dispatcher and the PIC are jointly responsible for pre-flight planning
and release of assigned flights in accordance with the CAL’s Operations
Specifications and applicable regulations. In accomplishing these duties,
the duty Dispatcher and PIC must comply with the CAL’s SAFETY-FIRST
operating policy.
No Dispatcher or PIC may release a flight unless he/she is thoroughly

familiar with reported and forecast weather conditions along the route to
be flown and any other significant operational factors that could affect the
flight.
After departure, the aircraft Dispatcher is responsible for:

A. Monitoring the progress of each flight under control;
B. Issuing information to the flight crew as necessary; and
C. Terminating or re-dispatching a flight if, in his/her or the PIC’s opinion,
the flight cannot continue to operate safely as planned or released.
Each person who amends a flight release shall record that amendment.
4.1.3 Restriction or Suspension of Operations
If the duty Dispatcher becomes aware of any hazardous operating

conditions, including airport and runway conditions, the PIC of any
affected flights will be promptly informed.
If, during flight, a PIC becomes aware of hazardous operating conditions

which might affect flight safety, he or she shall inform Dispatch at the
earliest opportunity. When practicable, the PIC and the Dispatcher shall
discuss an appropriate course of action.
4.1.4 Emergency Authority
The PIC and Dispatcher are authorized to take any action necessary to
ensure the safety of the flight in the event of an emergency. It is not
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Chapter 4 Page 4-5
necessary that an emergency actually exist at the time emergency

authority is exercised, only that an emergency may result if the action is
not taken.
PICs who exercise their emergency authority to deviate from applicable

regulations or flight rules shall, to the extent reasonably possible, keep the
appropriate ATC facility and Dispatch informed regarding the progress of
the flight.
Any PIC who deviates from CAA regulations or applicable flight rules must
promptly submit a written report to the company at the termination of the
flight. The company will report to the CAA within 24 hours. At outstations,
such reports may be faxed to Dispatch at 886-3-383-4427, who will
immediately forward the report to the Duty Officer. It is the responsibility of
the Duty Officer to ensure timely reporting to the Chief Pilot, who is
responsible for notifying CAA.
4.1.5 Notification of Delays
In the event of a delay, in excess of 1 hour, the station manager shall be

responsible for informing the PIC of the reason and the estimated total
time of the delay. This notification shall be given prior to crew check out. If
the delay is more than 3 hours, the PIC, after considering the nature of the
delay and the effect on the duty time limitation, will decide whether to stay
at the hotel or report at the airport.
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4.2 DISPATCHER DUTIES
4.2.1 General Duties
In addition to the responsibilities set forth in 4.1 above, Dispatchers shall,

during each duty period:
A. Monitor information related to routes, airports, and aids to navigation
used by CAL flights (NOTAMs, etc.).
B. Monitor weather forecasts (TAFs), METARs, SIGMETs and PIREPs
for destination, alternate, and relevant airports.
C. Monitor the status of NOTOCs and FOIs that might affect the safe and
efficient operation of flights under their control.
D. Liaise with Maintenance (MM) regarding the status of each aircraft
prior to and following flight.
E. Initiate any actions necessary to ensure the safety of CAL flights
under their control.
F. Act to minimize delays and flight disruptions in accordance with
procedures set forth in the Dispatch Manual.
G. In the event of emergency, act in accordance with the Flight Safety
Manual.
4.2.2. Preflight Duties
For each flight under his or her control, the duty Dispatcher shall:
A. Prepare a flight plan based on intended destination, alternate,
refueling, and diversionary airports. All such airports must be
authorized for the proposed operation by the CAL Operations
Specifications.
B. Verify the status of all over-flight permits and traffic rights needed for
the operation of each international flight.
C. Collect and verify the following operational information:
(1) Meteorological information (TAF, METAR, SIGMET chart, winds

aloft and hazardous weather information) for departure,
destination, alternate and en-route airports.
(2) Mechanical defects on the assigned aircraft (MEL, NOTOC, etc.)

that affect aircraft performance, navigational capabilities, or
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Chapter 4 Page 4-7
passenger comfort. If an inoperative item requires a performance

adjustment, this information should be analyzed and incorporated
into the flight plan by the Dispatcher.
(3) Information regarding passengers and cargo (NOTOC), including

any hazardous materials to be loaded aboard the aircraft.
(4) Status of air navigation facilities, aerodrome facilities and the air
traffic control system (NOTAM) along the route of intended flight.
(5) Recent changes to applicable operating rules and regulations,

including CAL FOI’s, that affect operation of the flight.
(6) Other information which might affect the flight. This includes, but
is not limited to, notifying the flight crew of any associated flight
delays, severe weather warnings, volcanic activity, and military
activity.
D. Present relevant portions of the information in A through C above to
the operating flight crew.
E. Calculate MATOW and provide a planned payload limit to the Load
Controller.
F. Prepare the CFP in accordance with CAL policy, CAA regulations and
applicable regulations of the states to be over-flown.
G. Establish the planned ramp fuel for the flight and provide that
information to the Load Controller and ground service personnel.
H. File a timely ATC flight plan in the required format or coordinate with
the appropriate units to ensure that the ATC flight plan is filed.
I. Prepare the Flight Release for approval by the PIC.
4.2.3 Duties During Flight Time
For each flight under his or her control, the duty Dispatcher shall:
A. Monitor flight progress and advise the PIC of significant changes to
operational information. The PIC of each flight must be informed of
the existence of hazardous conditions known to the Dispatcher,
including severe turbulence warnings enroute, and, for destination or
alternate airports, windshear or microburst activity, icy or slippery
runway conditions, freezing rain, or below-minimum weather. Flights
should also be advised of deteriorating weather trends at destination
or alternate airports; i.e., from VMC to IMC, CAT I to CAT II, etc.
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Chapter 4 Page 4-8
During severe weather or winter conditions, flights should be updated

periodically regarding significant changes.
B. Monitor differences between reported fuel remaining and CFP fuel
remaining.
C. Issue timely re-dispatch messages in accordance with the provisions
of this chapter.
D. Notify the flight of expected ATC delays at destination of more than
15 minutes.
E. Establish positive contact with the PIC via SATCOM, radio, or
ACARS, if a change in flight plan or diversion is necessary enroute.
All changes to the flight plan shall be confirmed as soon as feasible
and recorded by both the PIC and the Dispatcher. The duty
Dispatcher shall assist the flight as necessary by providing revised
operational information and by coordinating with the divert airport for
necessary ground support services.
F. Notify JZ and coordinate as necessary with MM to ensure a proper
response to the situation, upon receipt of abnormal aircraft
mechanical condition reports.
G. Promptly inform relevant departments when notified of emergency or
abnormal aircraft operations and implement applicable emergency
procedures.
H. Act in accordance with procedures set forth in the Aircraft Dispatch
Manual, in the event of bomb threat or hijacking.
4.2.4 Post-flight Duties
For each flight under control, the duty dispatcher shall:

A. Submit a Dispatcher report to JZ if any abnormal situations arise
during his/her duty time, including flight planning irregularities.
B. Ensure that information provided by the flight crew regarding
hazardous flight conditions or aircraft mechanical difficulties are
passed to the subsequent flights and affected units.
C. Coordinate with ground personnel at the arrival airport regarding
required aircraft servicing and maintenance.
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Chapter 4 Page 4-9
4.3 FLIGHT PLANNING
4.3.1 Definitions and Abbreviations

A. MATOW - Maximum Allowable TakeOff Weight is the lower of
structural or performance-limited weight. Structural weight limits are
specified in the respective AOM. Performance-limited weight is the
lower of:
(1) the runway or climb-limited weight, based on existing

atmospheric conditions;
(2) enroute performance weight limit; or
(3) MALDW increased by trip fuel (burnoff from takeoff to landing at

destination)
B. MALDW - Maximum Allowable Landing Weight is the lower of the
maximum structural landing weight (refer to AOM), performance-
limited weight, or runway bearing capacity.
C. MZFW - Maximum Zero Fuel Weight is a structural weight limit,
specified in the respective AOM. MZFW includes the basic operating
weight of the aircraft plus payload (including ballast fuel).
D. PTOW - The Planned Takeoff Weight of the aircraft, based on actual
zero fuel weight plus takeoff fuel.
4.3.2 Weight & Balance
4.3.2.1 Maximum Allowable Takeoff Weight (MATOW)
Responsibility for MATOW: The duty dispatcher is responsible for

determining MATOW for use in flight planning and load planning.
Dispatch will always plan the maximum possible takeoff weight, based on
existing conditions and procedures set forth in the respective RAM. This
calculation will include the use of optimum flap setting and maximum
thrust, but will not include headwind corrections or pack-off operation
unless specifically authorized by the PIC.
When a flight is released in a “Fuel-limited” situation, requiring full tanks,

the Dispatcher may restrict MATOW as necessary to prevent weight
increases which would increase fuel consumption at the expense of
critical fuel reserves. In such cases, the Flight Release message will
contain a statement, “MATOW LIMITED DUE TO FUEL RESERVE
REQUIREMENTS.”
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Chapter 4 Page 4-10
The MATOW included in the flight release may not be increased without
agreement between the PIC and Dispatcher. Any change to MATOW after
release requires an amendment to the original release.
Changes to MATOW or planned fuel will be forward to the Load Controller

as soon as possible to enable timely load adjustments.
4.3.2.2 Maximum Allowable Landing Weight (MALDW)
CAA OPS SPEC and CAA regulations impose certain limits on MALDW
for the runway of intended landing. The MALDW calculation must be
made in consideration of the following special factors:
A. Prevailing atmospheric conditions;
B. Whether or not the runway is forecast to be wet or slippery at the time
of arrival; and
C. Whether or not visibility is forecast to be less than RVR 1200 meters
(4000 ft.) or 3/4 mile.
Prior to each flight, a forecast of runway and approach conditions is to be

made by the PIC and Dispatcher. If the conditions in B or C exist, MALDW
must be limited according to “wet” runway performance data in applicable
aircraft performance manuals.
Wet runway calculations for alternate airports need not be considered for
flight planning purposes.
4.3.2.3 Weight and Balance Limits
Center of gravity limits are established by the respective Weight and

Balance Manual. The computer-generated load sheet verifies that the
aircraft is loaded within these limits.
Manually calculated CGs will be used only when the weight and balance
computer is out of service or not available. The manual load sheet
includes the CG envelope.
The Load Controller will attempt to load the aircraft so as to achieve

optimum CG for fuel consumption purposes.
The PIC is responsible for ensuring that they are within applicable limits
for the flight, based on existing conditions.
4.3.2.4 Last Minute Change
Changes after completion of the Loadsheet are called last minute change
(LMC). When adopting LMC, the following conditions shall be observed:
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Chapter 4 Page 4-11
A. Whenever any Last Minute Changes is necessary before aircraft door

is closed, the employee responsible for LMC handling must enter the
LMCs into the loadsheet which must be handed over to the PIC.
B. Whenever any Last Minute Changes happens after aircraft door is

closed, the PIC must be informed about these changes and enter the
transmitted LMCs into the original of the loadsheet on board the
employee responsible for LMC handling enters the LMCs into his
copy of the loadsheet.
For detail LMC information and example, refer to the Weight and Balance
Manual.
4.3.3 Weather Below Minimums
CAL categorizes flights as either short-haul or long-haul. Short-haul flights

have duration of less than 6 hours; long-haul flights are 6 hours or more.
No flight may be released unless the most recent weather forecasts of

alternate airports indicate that weather will be at or above alternate
minimums at ETA ± 1 hour.
If the destination airport weather is forecast to be below landing minimums

at the ETA ± 1 hour, two legal alternates must be listed in the Flight
Release for long-haul flights.
To determine applicable minima, the lowest authorized minima for any

approach, usable under forecast conditions, may be considered. This
includes CAT I and CAT II minima, but only if the aircraft and operating
flight crewmembers are legal for such operations. Refer to Chapter 5, Low
Visibility Operations.
Weather conditions listed in the main body of the weather forecast are
used to determine legality. Conditional weather forecasts such as
“TEMPO,” “INTER,” or “PROB” are not controlling for purposes of
determining the legality of weather conditions at the time of release.
However, Dispatchers and PICs should consider the addition of Extra fuel
when such forecasts indicate the likelihood of holding, ATC delays, or the
need for multiple approaches.
If both destination and alternate weather are forecast to be below

minimums due to conditional weather (TEMPO, etc.), another alternate
airport which satisfies alternate weather minima must be selected.
Dispatchers may not be aware that a high-minimum captain has been

assigned to the flight, such captains shall notify Dispatch of their
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Chapter 4 Page 4-12
limitations early in the flight planning process to allow replacement or crew

augmentation, if necessary.
4.3.4 Route / Altitude
The JETPLAN computer selects routes according minimum time

considerations. Altitudes are selected, depending upon whether the
Dispatcher instructs the computer to use a minimum fuel or minimum time
altitude. The codes for selected altitude strategies are indicated after
planned cruise speed on the CFP (F = minimum fuel altitude).
The planned route will include the preferential departure and arrival routes
likely to be flown by the flight. If unable to input such routes into the
computer, sufficient fuel to fly these tracks will be included under Holding
fuel.
Flight crewmembers are responsible for verifying that selected altitudes

are within the operating limits of the aircraft, based on planned takeoff
gross weight. Refer to the respective AOM for these limitations and
optimum altitude policies.
4.3.5 Cruise Speed
CFPs are based on the following cruise speeds:
Aircraft / Engine < 6 hours ≥ 6 hours
B747-400 .86 mach LRC
B747-400F .85 mach LRC
B747-200 (7R4G2) .85 mach LRC
B747-200 (7A or 7Q) .84 mach LRC
A340 LRC
MD-11 .82 mach
A300-600R .79 mach
B737-800 .79 mach
ATC flight plans are filed, based on the cruise speeds established in the
respective AOM.
4.3.6 Documentation
Documents to be used for flight planning include:

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Chapter 4 Page 4-13
A. ATC flight plan (FPL).
B. Computer Flight Plan (CFP)
C. Flight Release
D. NOTAMS (including track message)
E. TAF / METAR
F. SIGMET Chart
G. Winds Aloft forecast
H. Air Navigation Charts
I. Emergency Diversion charts
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Chapter 4 Page 4-14
4.4 FUEL POLICY
CAL Fuel Policy is established to ensure minimum total cost of operation,

consistent with regulatory requirements and flight safety considerations.
Dispatchers are responsible for generating computer flight plans, based

on Fuel Policy. These computer-based flight plans do not allow for
contingencies such as departure or arrival delays, severe weather
conditions, enroute weather detours, ATC flight plan changes, and special
local departure and arrival procedures. Dispatchers must confer with the
PIC of each flight regarding the likelihood of such contingencies and
exercise good judgment in making appropriate adjustments to the
standard fuel plan.
In any case of disagreement between the duty Dispatcher and the PIC,
the higher fuel requirement of the two shall become the planned fuel for
the flight unless such higher fuel load would cause the aircraft to exceed
applicable performance limits.
4.4.1 Flight Profile
Figure 4.1 - Flight Profile

4.4.2 Definitions
A. Taxi Fuel
Fuel required for APU ground operations, engine start and taxi. Taxi
fuel requirements for each A/C type are described in the Flight
Operations Bulletin.
B. Trip Fuel
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Chapter 4 Page 4-15
Fuel required to fly from the departure to the destination airport,

based on forecast winds, temperatures and gross weight. Trip fuel is
calculated on the basis of the following assumptions:
(1) Takeoff and climb from the airport elevation via a preferential SID
to planned cruise altitude (optimum altitude wherever possible).
(2) Cruise with step climb to optimum altitudes at appropriate gross
weights.
(3) Descent from final cruise altitude to touchdown via a preferential
STAR.
(4) Fuel required for approach and landing maneuvering to the
expected landing runway.
C. Contingency Fuel
Contingency fuel is included to allow for the following unplanned

factors:
(1) Differences between forecast and actual meteorological

conditions.
(2) Unexpected re-routing, flight level change or ATC delays.
(3) Other conditions that may delay landing.
Contingency fuel is 3% of trip fuel. For flight planning purposes, if

contingency fuel is less than the fuel required for 15 minutes normal
cruise, then the fuel requirement for 15 minutes will be provided.
NOTE : No aircraft may takeoff with less than required amount of

contingency fuel (3% trip fuel).
D. Alternate Fuel
Alternate fuel (shown as ALT on the CFP) is the amount of fuel

required to fly from the destination airport to the alternate airport,
based on forecast winds, temperatures and the estimated gross
weight over the destination.
Alternate fuel is comprised of fuel for the following:

(1) Climb from missed approach point via a preferential SID to
planned cruise altitude.
(2) Cruise at LRC.
(3) Descent from cruise altitude via a preferential STAR to landing.
(4) Plus 3% of (1), (2) and (3).
If the distance between the destination and alternate airports is less
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Chapter 4 Page 4-16
than 40 NM, alternate fuel will be calculated using 40 NM as the

distance.
If the flight is released without a destination alternate, Island Reserve

fuel will be carried (2 hours at normal cruise consumption).
E. Holding Fuel
(1) Holding fuel is shown as HLD on the CFP. It is the amount of fuel
required to hold for 30 minutes at 1,500 ft (AAL), in clean
configuration, and ISA conditions at planned gross weight.
(2) For flights less than 6 hours, an additional 30 minutes of holding

fuel should be carried if the destination and/or alternate weather
is forecast to be below landing minimums, ETA ±1 hour, due to
TEMPO weather conditions or if there are thunderstorms in the
area. This additional 30 minutes of holding fuel may be used at
either the destination or alternate airport.
(3) Holding fuel is also increased at certain airports to allow for

common delays or ATC clearance problems. These special
factors are listed in the fuel policy supplement, published
periodically by Flight Operations Bulletin.
F. Reserve Fuel
Reserve fuel represents the minimum amount of fuel available upon

arrival at the destination airport. Operation with less than this amount
constitutes a serious in-flight condition which demands careful and
coordinated action between the Dispatcher and PIC.
(1) Standard Reserve - The sum of Alternate Fuel, Holding Fuel and
Contingency Fuel.
(2) Island Reserve Fuel - Fuel sufficient for two hours flight at
normal cruise consumption. To be used only on approved routes
where no alternate airport is available.
G. Minimum Divert Fuel
The fuel requirement for diverting aircraft from any point along flight
path to the intended diversion airport plus 30 minutes holding fuel.
H. Extra Fuel
Fuel carried over above minimum requirements. Normally, this

consists of ballast fuel, tankering fuel, or fuel allowance for special
flight conditions.
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Chapter 4 Page 4-17
4.4.3 Minimum Fuel for Flight Release
No person may release a flight with less than the amount of fuel specified
below:
A. Taxi fuel
B. Trip fuel
C. Reserve Fuel (either Standard Reserve Fuel or Island Reserve Fuel)
4.4.4 Factors to be Considered During Fuel Planning
Each person who computes fuel requirements for a flight shall consider
the following factors:
A. Forecast wind and weather conditions along the route and at
departure, destination, and alternate airports;
B. Likely ATC delays;
C. Any other factors which might result in a delay.
Refer to Figure 4.2, Pre-Flight Planning - Minimum Requirements, for a
description of fuel planning considerations.
4.4.5 Extra Fuel
Extra fuel may be added when, in the opinion of either the Dispatcher or
PIC, it is needed to comply with the CAL “SAFETY FIRST” operating
policy. However, such additions should be carefully considered since fuel
burn will increase about 3%.
When “Extra Fuel” is carried, the reason is to be noted on the computer

flight plan beside the “Extra fuel” row. The person adding the fuel shall
initial the change.
Dispatchers are authorized to “tanker” fuel when fuel costs at destination

are considerably greater than at the departure airport. Fuel tankering will
be subject to the following limitations:
A. Runway length at the destination airport is over 8,000 ft;
B. Estimated landing weight at least 5% less than maximum allowed
landing weight.
C. The destination airport runway is not cluttered with standing water,
slush, snow, or ice.
D. The aircraft is not scheduled for extended maintenance (more than 2
days) after landing.
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Chapter 4 Page 4-18
4.4.6 Inflight Consideration
In the event that all contingency fuel is consumed or receipt of updated

information, flight crews must carefully monitor fuel remaining. If at any
point, it is determined that the flight will arrive at destination with less than
minimum divert fuel, the PIC must contact Dispatch and decide whether to
continue to destination or divert to an intermediate destination for
refueling.
The decision to continue to destination may be made based on any of the

following assumptions:
A. Delete the alternate airport according to policies set forth below under
“Omission of Alternate within Two Hours of Destination”; or
B. Select a closer, legal alternate within the fuel range of the aircraft.
Refer to Figure 4.3 for a description of the decision making process.
4.4.7 Low Fuel State
ATC must be advised when an aircraft is in a low fuel state, as follows:

A. Declare “minimum fuel” when fuel remaining at landing will be 45
minutes.
B. Declare “PAN-PAN, PAN-PAN, PAN-PAN, fuel remaining 30 minutes”
when it becomes obvious the flight will land with 30 minutes fuel
remaining.
C. Declare “MAYDAY, MAYDAY, MAYDAY, fuel remaining 15 minutes”
when fuel remaining at landing will be 15 minutes or less.
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Chapter 4 Page 4-19
Figure 4.2 Pre-Flight Planning – Minimum Requirement for Dispatch
Pre-flight
Planning
Release aircraft according to

Re-Dispatch ? Y
"Re-Dispatch Procedure"
Dest. CAL Fuel Requirement =

Altn.
N Wx above L/D Y Taxi+Trip+Island Reserve(2hr cruising
Available?
Min.? fuel)
Y
Flight may be released according to
N
"Re-Dispatch Procedure"
Dest.
Wx above L/D
Min.?
Altn Wx < Altn Wx

Min.+200ft/800m in Y Y
ETA1 hr
List 2nd Altn.
1) Flight Time < 6 hr; and CAL Fuel Requirement =

2) Dest and/or Altn. Wx N Taxi+Trip+Contingency+Alternate
"Tempo" below L/D Min. +Holding over Altn.
or with thunderstorm in
ETA1 hr
CAL Fuel Requirement =

Taxi+Trip+Contingency+Alternate
Y
+Holding over Altn.
+additional 30min. Holding fuel
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Chapter 4 Page 4-20
Figure 4.3 In-flight Considerations
Check fuel onboard after

receipt of updated information
or after using up all the
Contingency Fuel
FOB
Continue to Dest. Y Trip+3%Trip+Altn.
+Holding
1) Flight Time to Dest.2hr; and

2) Dest. with separate Rwys; and
3) Dest. Wx VMC at ETA1hr, and Y
Omit Altn.
4) wind forecast within limits, and (Altn. Fuel=0)
5) no thunderstorm at ETA1 hr,and
6) braking action medium,and
Renominate Re-compute
Y
Altn.? Altn. Fuel
Divert to Altn. or
Enroute Altn.
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Chapter 4 Page 4-21
4.5 AIRPORT REQUIREMENTS
During pre-flight planning, the duty dispatcher is responsible to ensure

that the departure, destination, and alternate airports listed in the flight
release are suitable for the planned operation. This determination shall be
made in consideration of available approach and runway facilities,
applicable weather minima, airport rescue and fire fighting facilities, and
aircraft performance limitations.
4.5.1 Destination Airport
Any regular, refueling, or provisional airport listed in the CAL Operations

Specifications for the type aircraft may be specified as the destination
airport in the original flight release or re-dispatch.
The destination and/or alternate airport listed in the flight release may be
changed in-flight by mutual agreement between the PIC and duty
dispatcher. Any airport approved for the aircraft in the CAA Operations
Specifications may be re-designated as the new destination or alternate
airport.
Procedures relating to the divert decision are found in Chapter 9 of this

manual. In the event of emergency , the PIC may elect to divert to any
suitable airport.
4.5.2 Alternate Airport Weather Minima
Any regular, refueling, provisional, or alternate airport listed in the CAL

Operations Specifications for the type aircraft may be specified as an
alternate airport.
No airport may be listed in the flight release as an alternate airport unless

the latest available weather forecasts indicate that weather conditions will
be at or above alternate minimums at ETA ±1 hour, as set forth in the
Operations Specifications.
After departure, forecast weather at the listed alternate may fall below
alternate minima, provided regular landing minima can still be satisfied,
ETA ±1 hour. If two alternates are required for release, forecast weather at
one of the alternates must remain above alternate minimums, ETA ±1
hour, and that alternate must remain within the fuel range of the aircraft.
4.5.2.1 Determining Alternate Minima
There are two authorized ways to determine alternate minima:
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A. Refer to the Jeppesen airport chart (page 10-9A or back of the

approach chart) for the proposed alternate airport to ascertain
whether or not alternate minimums are published for the airport; or
B. If no alternate minima are published for the proposed alternate
airport, alternate minima may be determined based on available
approach facilities and runways (refer to Operations Specifications).
(1) For airports with one operational straight-in approach facility, add
400 ft and 1 mile (1600 meters) to the authorized minima for the
approach to be used.
Note: A “facility” refers to a single NAVAID. For example, a VOR

that provides approach guidance for more than one
approach at an airport is considered a single “facility.”
(2) For airports with two operational straight-in approach facilities to

different runways, add 200 ft to the higher authorized minimum
HAA or HAT and add 1/2 mile (800 meters) to the higher visibility
minimum specified for the two approaches.
Note: For purposes of determining alternate minima, the term
“different runway” means reciprocal ends of the same
physical runway; the term “separate runways” means
physically different runways.
4.5.2.2 Applicability of Ceiling Reports
Ceilings are forecast in increments of 100 ft AAL. Adding 200 or 400 ft to

the HAA or HAT for an approach can result in other than an even 100-foot
value. In such cases, the resulting value must be rounded off to the next
higher 100-foot increment.
4.5.2.3 High Minimums Captains
For flight planning purposes, high-minimums captains need not add an

additional 100 ft and 1/2 mile visibility to determine alternate minima.
Refer to Chapter 5, Flight Crewmember Minimums, for applicable
minimums.
4.5.2.4 Category II / III Not Applicable
Category II or III approach minima are not authorized for purposes of

determining alternate weather minimums.
4.5.2.5 ETOPS Operations
Airports with published alternate minima may be used as alternate airports
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Chapter 4 Page 4-23
in ETOPS operations. Minima for airports without published alternate

minima may be determined using the additives specified in paragraph
4.5.2.1, B.1. (Add 400 and 1 to published minima). If the method under
B.2. is to be used (add 200 and 1/2 to published minima), the two
approach facilities must provide approaches to separate runways.
4.5.3 Takeoff/Enroute Alternate Airport Requirements
4.5.3.1 Takeoff Alternate Airport
CAA OPS SPEC require filing a takeoff alternate if weather conditions at

the departure airport are below authorized landing minima. In this case,
authorized landing minima means the lowest authorized CAT I minima for
available approach facilities at the departure airport, depending upon
aircraft condition and crew qualifications. High minimums captains must
add 100 ft and 1/2 mile to published minimums. Refer to Chapter 5, Flight
Crewmember Minimums for additional information.
When a takeoff alternate is required, the flight release for each flight must
list an alternate airport within one hour for two-engine aircraft and two
hours for aircraft having three or more engines, from the airport of
departure, at normal cruising speed in still air with one engine inoperative.
For planning purposes, the following distances may be used:
B744 960 NM
B742 600 NM
MD11 600 NM
A340 880 NM
AB6 370 NM
B738 370 NM
No person may release an aircraft from any airport unless each required
alternate airport is listed in the flight release. Anytime it is possible that an
alternate will be required for departure, a suitable takeoff alternate should
be nominated in the flight release.
If weather conditions at the departure airport fall below applicable landing

minimums during taxi when no alternate has been named in the Flight
Release, the Flight Crew must contact CAL operations by any available
means and amend the flight release to include a legal alternate. The
communication should be, “Advise Dispatch to list (airport) as our takeoff
alternate.” Dispatch must notify the flight if the nominated alternate is not
acceptable.
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Chapter 4 Page 4-24
4.5.3.2 Enroute Alternate Airport
For two-engine aircraft, not ETOPS certified, an enroute alternate shall be

available within 60 minutes flight time based on flying at single engine
cruise speed under still air wind condition.
4.5.4 Destination Alternate Airport Requirements

4.5.4.1 Requirements for Alternate Airport
No person may release any flight unless a legal alternate airport for
destination, within the fuel range of the aircraft, is listed in the flight
release except for when island reserve fuel is carried.
No airport may be listed in the flight release as an alternate unless the

most updated available weather reports or forecasts, or any combination
thereof, indicate that weather conditions at the nominated alternate will be
at or above alternate minimums when the flight arrives at that airport.
Refer to determining Alternate Minima above.
Careful consideration should be given in selecting another alternate

airport when the most updated available weather forecasts or reports, or
any combination thereof, indicate the presence of any of the following
conditions at the alternate, ETA ± 1 hour:
A. Snow, slush or standing water on the runway;
B. Crosswinds or tailwinds are forecast to be close to the operating limits
of the aircraft;
C. Typhoon, tornadoes, cyclones, and other severe wind conditions; or
D. TEMPO ceiling or visibility forecasts below regular minimums.
If alternate weather is forecasted to be below minimums + 200ft/800m,

ETA±1 hour, two legal alternates must be listed on the Flight Release.
For flight planning purposes, USA/ROC military airports shall not be listed
on the CFP as a destination alternate airport.
4.5.4.2 Special Airport
Certain airports are designated by CAA as special airports in the

Operations Specifications (the letter S is published next to the airport in
the authorized airport list).
4.5.4.3 Flight Release Without a Destination Alternate
Certain international routes have been approved for operation with no
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Chapter 4 Page 4-25
destination alternate (refer to Operations Specifications). On these routes,

the Island Reserve fuel exception may be used to release an aircraft with
no destination alternate airport.
However, this provision may not be used to release an aircraft without an

alternate airport when a suitable alternate airport is available within the
fuel range of the aircraft.
Domestic flights within the ROC may be released without a destination

alternate, provided all of the following conditions exist at the destination
airport:
A. Two separate, suitable runways will be available at the time of arrival;
B. The forecast ceiling will be at least 1,500 ft at ETA ±1 hour; and
C. The forecast visibility will be not less than 5,000 meters, ETA ±1 hour.
4.5.4.4 Omission of Alternate within Two Hours of Destination (Other Than

Redispatch)
When operating within two hours of destination, the PIC may elect to omit
(cancel) the destination alternate airport if current weather reports and
forecasts indicate that:
A. The ceiling will be at least 1,500 ft at ETA ±1 hour;
B. The visibility will be at least 5,000 meters at ETA ±1 hour;
C. The destination airport has at least two suitable, separate runways,
both of which will be available for approach and landing;
D. The wind forecast is within limits;
E. No thunderstorm or typhoons/tropical storms are forecasted at ETA
±1 hour;
F. Braking action medium or above.
This election may only be made due to unforecast flight conditions, which
arise after the time of flight release.
4.5.5 ETP Airports

Equal time point (ETP) airports are listed in long-haul flight plans for flights
operating more than 90 minutes from a suitable divert airport. The ETP
calculation will be based on forecast winds aloft at the planned divert
altitude.
The equation used to determine the ETP is:
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Chapter 4 Page 4-26
+ −
= =

VTrue Air Speed DRDistance of Return
VWWind Speed DCDistance of Continue
When required, Dispatchers should list at least two ETP airports in the
CFP. The ETP calculation should be based on the worst case scenario,
which is a sudden decompression of the aircraft at the most critical point
during flight, followed by drift down to 10,000 ft AMSL or the MEA,
whichever is higher. Fuel requirements for four engine aircraft are always
greater with decompression than with loss of two engines.
MD-11 flight plans should also include an ETP calculation, based on loss
of two engines at the most critical point in the flight, followed by drift down
to optimum altitude. This situation can be more critical from a fuel
standpoint than the decompression scenario on three-engine aircraft.
ETP airports may be, but are not always, the nearest suitable airport for
emergency diversion. ETP airports are selected, considering available
aircraft servicing, runway and approach facilities, customs services, and
fire and rescue capabilities. The nearest suitable airport for landing in the
event of serious in-flight emergency may not offer all these services.
The destination airport may be listed as an ETP airport.
4.5.6 Airport Rescue and Fire Fighting Facilities
4.5.6.1 Minimum Requirements

A. ICAO and FAA have established the following requirements for
Airport Rescue and Fire Fighting capabilities:
Aircraft Classification Minimum Requirement

ICAO ICAO
FAA Index FAA Index
Category Category
B747 9 E 7 C
MD11 8 D 6 B
A300-600R 8 D 6 B
A340 9 E 7 C
B737-800 7 C 5 A
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Chapter 4 Page 4-27
B. Destination and alternate airports listed in the flight release for all
CAL flights must meet these Airport Rescue and Fire Fighting
requirements unless specifically waived by OD and accepted by the
PIC.
4.5.6.2 Temporary Deficiencies in Rescue or Fire Fighting Equipment
For continuing operations, when rescue and fire fighting facilities are
reduced or withdrawn, CAL will take into account the capability of
evacuating all passengers and crewmembers without outside assistance.
Also, CAL will take into account the availability of suitable equipment and
procedures which will enable ground personnel to combat wheel fires,
brake fires, etc.
In the event of such circumstances, OD will issue instructions as to the

continuation of operations into the affected airport, which will be reviewed
on a 24-hour basis.
When facilities are reduced to below the ICAO/FAA recommended

category for the aircraft type, and in the absence of company instruction,
the PIC may not continue operations into the affected airport unless
he/she has taken into account at least, the following operational
considerations:
• Crosswinds
• Runway characteristics
• Low cloud base and/or visibility
• Aircraft serviceability status, in particular the safety equipment

• Optimize the aircraft performance by:
• Utilizing maximum takeoff thrust and
• Limiting fuel load to the operational requirement
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Chapter 4 Page 4-28
4.6 AIRCRAFT AIRWORTHINESS
4.6.1 Airworthiness Release
Maintenance is responsible for certifying aircraft airworthiness prior to

each flight. The Airworthiness Release, issued by Maintenance, is found in
the TLB on each aircraft.
Occasionally, Maintenance will elect to release an aircraft with inoperative

equipment or missing parts under the MEL or CDL, respectively. MM will
notify Dispatch anytime deferred defects affect aircraft performance or
passenger comfort (normally, such effects are indicated by an “O” action
code in the MEL). Such defects will be listed in the remarks section of the
Flight Release.
The PIC of each flight is responsible for verifying aircraft airworthiness by

a thorough pre-flight inspection of the aircraft and review of the TLB and
DD Log. When deferred discrepancies exist, the PIC must consult the
MEL or CDL and, after discussing the issue with Maintenance, make the
final decision regarding aircraft airworthiness.
CAL classifies defect that do not affect airworthiness as maintenance

control items “N”. “N” items are usually of a minor nature and are not listed
in the MEL or CDL. They include:
A. Flight crew convenience items
B. Cosmetic items such as cleaning, painting, interior trim, upholstery,
etc.
C. Minor airframe defects such as dents, scratches, and delaminations
that fall within limits set by the structural repair manual.
D. Fluid leaks within limits set by the aircraft Maintenance Manual.
The CDL is similar to the MEL, but describes the conditions under which
an aircraft can be safely operated with inoperative or missing parts. Listed
therein are parts such as static dischargers, gap seals, door latch
mechanisms, gear door assemblies, light covers, etc. Components
obviously required for safe flight (engines, flaps, landing gear, wings, etc.)
are not listed in the CDL.
The basic rule to be followed in the case of any deferred defect is, if it is
not listed in the MEL or CDL, the aircraft may not be dispatched for
commercial operations. For ferry flight, the aircraft may only operate under
an airworthiness ferry permit if it does not comply with MEL.
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Chapter 4 Page 4-29
Whenever an aircraft is released with deferred defects, pilots and

mechanics must comply with all operating (O) limitations or maintenance
(M) procedures stated in the MEL or CDL prior to flight. If an item of
equipment becomes inoperative during taxi prior to takeoff, flight
crewmembers must check the MEL to determine if dispatch is authorized.
If so, Company operations should be notified and the flight may continue
in accordance with the MEL. If the MEL item contains an "M" procedure,
the aircraft must return to the ramp and complete required maintenance
prior to flight.
Dispatch with inoperative or missing parts or equipment also requires

proper placarding to the affected systems or controls in the cockpit. The
PIC is responsible to ensure compliance with the MEL and CDL and this
responsibility may not be transferred or delegated to Maintenance
personnel.
Figure 4.4, MEL Procedures, illustrates proper use of the MEL/CDL prior
to flight.
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Chapter 4 Page 4-30
Figure 4.4 - MEL Procedures
Systems or component malfunction detected

Deferred item listed
in Deferred Items
Log
Review MEL cross-reference list (section 1)
Dispatch relief Dispatch relief not

available available
Comply with MEL Maintenance

procedures required before
flight
Operations (O) Maintenance (M)

Modify normal procedures Perform required
and adjust performance maintenance and install
placards
To simplify use of the MEL/CDL, a cross-reference list is published in front

of the MEL. This list provides an alphabetical reference to common
malfunctions along with an MEL reference number (ATA system code) or
the words “no dispatch.” If dispatch is authorized, the listed system code
may be consulted for operating restrictions and procedures.
Detailed procedures to be used by flight crewmembers, designated by the

symbol “O”, are found in the Appendix 1 of MEL to Boeing manuals, or in
the Operating Procedures section of Airbus MEL manuals. These
procedures carry the same reference number as the MEL system code.
4.6.2 Weather Radar
No aircraft may be dispatched into IMC or night operations unless at least
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Chapter 4 Page 4-31
one weather radar unit is functioning normally.
4.6.3 Corrective Action at Non-CAL Maintenance Stations
Corrective action at stations other than CAL maintenance stations

requires close coordination between the PIC, Dispatch, and MM. Prior to
release of the aircraft, the following actions shall be taken, as appropriate:
A. All required procedures, as outlined in the QM, will be accomplished
by a non-CAL mechanic under the guidance of MM; or
B. If release is permitted by the MEL/CDL without maintenance action
(deactivation, replacement of parts, etc.), or with no squawk, a telex
or fax message will be sent by MM, authorizing the aircraft to be
released under the provisions of the MEL/CDL. This message shall
be securely attached to the TLB.
Procedures limited to the pulling and collaring of circuit breakers

and/or installation of INOP placards, may be accomplished by the
flight crew under the direction of MM.
PICs must ensure that the airworthiness release from MM is in writing, and
that it cites the proper MEL/CDL provision as authorization.
4.6.4 On-board Manuals
Each aircraft should be equipped with the standard On-board Manual

library prior to flight. A checklist for these manuals is prepared monthly by
OO and is included in the Flight Papers for each flight. OD is responsible
for amending these manuals and maintaining them in an up-to-date
status.
The PIC of each flight is responsible for ensuring that all required manuals
are aboard the aircraft prior to flight. The flight crew on the first flight of
every Monday departing from KHH or TPE shall inventory the library and
complete the On-board Manuals checklist. This checklist will be left
aboard the aircraft. Subsequent crews that day (or if the day changes
enroute without crew change) need not complete the On-board Manuals
checklist again. The PIC must, however, ensure that at least the following
manuals are aboard the aircraft prior to departure:
Jeppesen Airways Manuals*

QRH
AFM
AOM
MEL / CDL
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Chapter 4 Page 4-32
FOM
RAM
RIM
SEP
Dangerous Goods Manual
* All relevant charts for each sector and airport in the series of
flights must be available in the Jeppesen Airway Manuals.
If cockpit checklists or briefing cards are missing, copies of these items in

the AOM may be substituted. All missing items should be replaced prior to
next flight departure from Taipei.
All missing documents must be reported in the “on board manual

checklist” at the end of the flight.
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4.7 AIRCRAFT LOADING AND SERVICING
4.7.1 Aircraft Loading
Each aircraft must be loaded in compliance with structural and

performance limitations published in the respective AOM and RAM.
The Load Controller is responsible for loading the aircraft within planned
payload limits, as established by Dispatch, and for ensuring that the CG is
at a position which optimizes fuel economy for the flight. The Load
Controller is also responsible for preparing all required manifests,
NOTOCs, and a CAL Load Sheet for the flight. This information must be
delivered to the PIC for review and acceptance prior to departure.
For aircraft loading procedures, refer to Chapter 6 of the Ground

Operations Manual (GOM) and to Chapter 8, Passenger Service and
Ground Handling, of this manual.
4.7.2 Loadsheet
The PIC of each flight is authorized to accept the data listed in the
Loadsheet, but must ensure that the aircraft is loaded within applicable
CG limits and MATOW. If not, the PIC must ensure that appropriate
adjustments to the load are made prior to departure. The PIC’s signature
on the Load Sheet signifies that the aircraft is loaded within such
limitations.
For detailed information, refer to Chapter 12 for an example of a CAL

Loadsheet with an explanation.
4.7.3 Support for Diverted Flights
Weight and balance calculations and preparation of a loadsheet at an

airport where there is no CAL representative requires coordination
between the PIC and TPELDCI. The following procedures will apply:
A. PIC is to FAX a copy of the original loadsheet to TPELDCI at 886-3-
398-7224.
B. Dispatch will provide final fuel and trip fuel to TPELDCI after these
figures have been confirmed for the Flight Release by the PIC.
C. TPELDCI will send the loadsheet information to the PIC via FAX,
TELEX, or ACARS. If these communication links are not available,
the data may be given by phone.
The phone number of TPELDCI is 886-3-383-3240.
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Chapter 4 Page 4-34
4.7.4 Fueling
4.7.4.1 Responsibility
Dispatch will notify ground-handling personnel of the planned fuel load for
the flight.
Ground handling personnel are responsible for fueling and servicing

aircraft in accordance with procedures set forth in the GOM and Chapter 2
of the Fuel Handling Manual (FHM). To ensure accuracy of weight and
balance calculations, ground personnel will try to maintain the fuel load
within +1500 to -250 lbs. of planned fuel.
The PIC of each flight is responsible for verifying proper servicing

according to the Flight Release and aircraft operating limitations. This
verification shall include a check for proper fuel type and compliance with
fuel distribution requirements.
The PIC may delegate verification of fueling information to another

member of the flight crew, who may sign the form for him/her. However,
the PIC remains responsible for the accuracy of fueling information. Refer
to Chapter 12 for a copy of the Fuel Sheet.
4.7.4.2 Refueling With Passengers On Board
Fueling is not permitted when passengers are on board the aircraft or are
in the process of embarking and disembarking, unless the following
conditions are satisfied:
A. Wide-cut fuels such as Jet-B, JP4, T2, etc. are not being used.
B. Ground personnel must ensure that at least one flight crewmember is
in the cockpit and has received authorization to commence refueling
operations from this crewmember.
C. Flight crewmember must notify the cabin crew of refueling operations
and confirm that cabin crew have been positioned for refueling
according to the provisions of the SEP manual.
D. Station personnel must notify airport authorities in accordance with
local regulations and ensure compliance with fire fighting
requirements. The PIC shall confirm these actions have been taken
with Operations prior to commencement of refueling operations. The
Station Manager is responsible for establishing notification
procedures and compliance by station personnel.
E. Flight crewmembers must notify cabin crewmembers when refueling
operations have been completed.
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Chapter 4 Page 4-35
4.8 COMPUTER FLIGHT PLAN (CFP)
4.8.1 CFP Preparation
The duty Dispatcher is responsible for providing at least 2 copies of

computer flight plan (CFP) to the required flight crew.
The CFP may be prepared with re-dispatch provision to allow operation

with reduced contingency fuel loads or to accommodate below minimum
weather at the planned destination. A re-dispatch flight plan will include an
additional segment from Re-dispatch Point to intermediate destination and
flight release will indicate a re-dispatch flight. Refer to Re-Dispatch
Operations below.
If dispatchers change the planned route of a B742 aircraft prior to

departure, a new CFP must be issued to the flight.
Refer to Chapter 12 for a sample CFP, together with an explanation of

each data entry on the plan.
4.8.2 Flight Plan Verification
Prior to each flight, the PIC is responsible for verifying the accuracy of the
CFP and for ensuring consistency with the filed flight plan and track
messages, as applicable. The PIC must designate one copy of the CFP
as the master flight plan and shall write the word “Master” at the top. The
master flight plan will serve as the official log and record for the flight and
will be returned to Operations with all other required flight papers in the
“flight document envelope” at the conclusion of the flight.
During the dispatch process, prior to flight, all operating crewmembers

shall verify accuracy of the flight plan and ensure that it complies with the
safety-first Operating Policy. The PIC will be responsible for accuracy of
the flight plan. Actions to be taken include:
A. Verify that the CFP agrees with the track message NOTAM (if
published) and the FPL filed by the Dispatcher. Verify that the CFP
altitudes agree with the filed altitudes.
B. Verify that the CFP route and altitudes are likely to provide the safest
and most comfortable flying conditions reasonably available to the
flight. Except in special circumstances, ensure that planned altitudes
do not exceed optimum altitude by more than 2,000 ft. Planned
altitudes should never exceed maximum altitude at any point on the
route.
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Chapter 4 Page 4-36
C. Verify that planned cruise speeds comply with company policy and
match those filed on the FPL.
D. Review the selection of enroute divert airports, considering airport
operating hours and weather conditions. Planned divert airports should
normally satisfy destination alternate airport weather criteria, except for
twin engines aircraft (refer to ETOPS manual).
E. Verify the status of required navigational aids and departure, ETP,
destination, and alternate airports by a thorough check of NOTAMs.
F. Verify the reasonableness of planned fuel based on a check of planned
track (including departure and arrival routes), winds and temperatures
aloft, planned flight time, possible enroute deviations, and anticipated
arrival delays at the destination airport. Ensure that the fuel plan
complies with company Fuel Policy.
When the PIC is satisfied that the flight plan has been prepared in
compliance with the above and all applicable regulations, he/she will affix
his signature to the Flight Release.
4.8.3 Short Plan
Dispatchers may issue short plans in the event aircraft change or

significant increase of decrease in planned takeoff weight due to fuel or
payload changes. The short plan includes only the first page of the CFP,
providing changes to planned flight time and fuel burn.
A short plan may be issued when the difference in takeoff weight does not
exceed the following limits:
MD11/B742/B744/A340
B738 AB6 Redispatch
Short Haul Long Haul
8,000 lbs 12,000 lbs 15,000 lbs 12,000 lbs 3,000 lbs
A full CFP shall be issued by Dispatch in the event of any change in

planned takeoff weight in excess of these limits.
4.8.4 Simplified Flight Plan
If, due to computer failure or other such unplanned contingencies, a CFP

is not available, a historical computer flight plan of the same flight route
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may be used. Flight time and fuel burnoff should be recalculated using
current winds aloft and temperatures and correct aircraft gross weight.
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4.9 FLIGHT RELEASE
4.9.1 Figure 4.5 - Flight Release Process
Flight Preparation
1. Flight Information Analysis

2. Forecast Payload Calculation
Flight Plan No
Request CFP Check
3. MATOW Calculation
Yes
Calculate max payload and advise No Required

the related units Payload
Yes
Yes Refueling No
Stop
Flight Documents
Preparation
No Loadsheet Briefing & No

Adjustment
check PIC Approval
Yes
Yes
Flight Release
Send Departure
Message
Flight Watch
Safe Landing Inquire Destination

Confirmation
No
Yes
Debriefing & Filing
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Chapter 4 Page 4-39
4.9.2 Flight Release Message (release)
The release is the Dispatcher’s authorization to operate a flight. The

release for each flight specifies the conditions of release (assigned
aircraft, departure time, fuel plan, payload, takeoff weight, etc.), and will
include a statement classifying weather conditions at the destination and
alternate (VMC, IMC, CAT I, or CAT II) and any special restrictions due to
aircraft mechanical condition. The flight release is valid for 6 hours from
planned ETD.
The release is transmitted in the following form:
QD HNL TTCI HNLMMCI

ANCODCI 171632
FLIGHT RELEASE CAL017/17APR A/C B18275 FROM HNL TO HND
STD HNL 1940Z ST HND 0350Z ALTN NGO CAPT ___ PLUS 23
CREW
1. CAL017 / 17APR IFR
2. WEATHER STATUS (BASED ON 180018 TAF)
DEST - IMC
ALTN - VMC
3. PRELOAD PAS 301 CGO 3000 LBS TOTAL P/L 65000 LBS
4. FLT PLAN CFP/PLAN 9000 FLT TIME 0801 W/F M040
5. MINIMUM REQUIRED FUEL FOR THIS FLT 195000 LBS
TAKEOFF FUEL FOR THIS FLT 199500 LBS
TRIP FUEL FOR THIS FLT 170600 LBS
RAMP FUEL FOR THIS FLT 202500 LBS
6. PTOW 667546 LBS MATOW 734500 LBS
7. REMARKS:
NOTAM: PLS REF MT171627
ENROUTE WX: MOD CAT F270/370 BTW 149E AND RJTT
DISPATCHER _______ APPROVED AND ACCEPTED CAPT. _______
WEATHER CONDITIONS:
TERMINAL WEATHER WILL BE GIVEN AS FOLLOWS:
VMC - CEILING 1000 FEET AND VISIBILITY 3 MILES/5000 M OR
GREATER
IMC - CEILING BELOW 1000 FEET OR VISIBILITY BELOW 3
MILES/5000M.
The Dispatcher's typed name constitutes authorization to release the flight

from OD; the signature of the PIC on the release constitutes acceptance
of the flight under planned conditions.
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Chapter 4 Page 4-40
If any significant changes to weather or other operating conditions occur

that would affect the original release, each party to the release (PIC and
Dispatcher) shall inform the other and seek concurrence for any
necessary changes.
The duty Dispatcher will forward the release to the station of flight origin
not later than 1:30 before the estimated time of departure (abbreviated
flight planning information must be sent 2:30 prior to ETD). The release
will remain valid until the expiration time stated in the release.
At airports where a hard copy of the release cannot be delivered to the

PIC, the release may be issued by ACARS, radio, or telephone. In such
cases, the Dispatcher will enter the PIC’s name on the release after the
PIC has approved the release.
4.9.3 Flights Originating from Outstations
CAL flights may only be released by a CAL Dispatcher. For flights

originating from outstations where dispatch service is not available, a flight
release, CFP, and relevant flight planning information shall be submitted
to the PIC by way of telex, fax or ACARS.
4.9.4 Changes to the Release
Any changes to the flight release shall be recorded on the release form
next to items to be changed.
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Chapter 4 Page 4-41
4.10 INTERNATIONAL DISPATCH
4.10.1 ICAO Flight Plan
Refer to ATC section of Jeppesen Manual for an explanation of ICAO

Flight Plan (ATC Flight Plan).
4.10.2 Overflight Permits
The duty Dispatcher will provide the PIC with a current list of overflight
permits as required for each country to be over-flown during the flight.
The PIC of each flight is responsible for avoiding flight over any country for
which CAL does not have a current overflight permit. Flight over such
countries can result in interception, fines, and considerable
embarrassment to the Company and all concerned.
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4.11 RE-DISPATCH OPERATIONS
Re-dispatch operations permit flight release to an intermediate

destination, short of the scheduled destination, when payload is limited, or
when destination weather is forecast to be below minimums at ETA. Re-
dispatch procedures should not be used simply to reduce fuel and may
only be used if, in the opinion of the PIC and Dispatcher, it is safe to do
so.
4.11.1 Definitions
A. Re-Dispatch (RD) Operation
A flight dispatched from the departure airport to an intermediate

destination, with a re-dispatch to the scheduled destination at a stated
re-dispatch point.
B. Re-Dispatch Message (RD MSG)
A message from the duty Dispatcher to the PIC, authorizing release

of a flight from a specified re-dispatch point to the scheduled
destination.
C. Scheduled Destination (SKJ DSTN)
The scheduled destination airport.

D. Intermediate Destination (INTMD DSTN):
Any regular, refueling, provisional, or alternate airport, located

between departure and scheduled destination airports, which meets
all other destination airport requirements for release.
E. Re-dispatch Point (RD PT):
An en-route waypoint in the vicinity of the INTMD DSTN, at which

point a decision is made whether to re-dispatch to the SKJ DSTN or
to continue to the INTMD DSTN.
F. Minimum RD Fuel (RD FUEL):
The minimum fuel at RD PT for re-dispatch to the SKJ DSTN. RD

FUEL includes trip fuel to landing at SKJ DSTN, alternate fuel (if
required), holding fuel, plus 3% of the trip fuel from RD PT to the SKJ
DSTN.
During the pre-flight planning stage, re-dispatch contingency fuel shall

not be less than 15 minutes at normal cruise fuel consumption.
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Chapter 4 Page 4-43
G. Re-Dispatch Accepted (RDA)
An in-flight message from the PIC to Dispatch, accepting re-dispatch

under the conditions listed in the re-dispatch message.
H. Re-Dispatch Rejected (RDR)
Message from the PIC to Dispatch, rejecting re-dispatch. This

message will be taken as an indication of PIC intent to continue to
INTMD DSTN.
4.11.2 Applicability
Re-dispatch operations may be conducted on long-haul flights when

payload is limited due to minimum fuel requirements or when scheduled
destination and alternate weather is below minimum.
The PIC and duty Dispatcher are jointly responsible for re-dispatch
operation.
The duty Dispatcher will select the RD PT, INTMD DSTN and alternate
airport for review and approval by the PIC. During flight, the Dispatcher will
send the re-dispatch message to the PIC.
The PIC will review the re-dispatch message and either accept (RDA) or
reject (RDR) the re-dispatch.
4.11.3 Fuel Requirements
Fuel required at the RD PT shall be Trip fuel from RD PT to SKJ DSTN +

3% of trip fuel from RD PT to SKJ DSTN + Alternate fuel + 30 minutes
Holding fuel. Alternate fuel may be eliminated if forecast weather and
destination runways meet the requirements in figure 4.8.
Fuel requirements for re-dispatch operations during the preflight planning

stage shall follow the flow chart shown in Figure 4.6, Pre-flight Fuel
Requirements for Re-Dispatch Operations.
Fuel requirements for re-dispatch from the RD PT are shown in Figure 4.8,
Fuel Requirement at Re-Dispatch Point.
4.11.4 Re-dispatch Procedure During Flight

All requirements (except MEL) applicable to the original, pre-flight release
of a flight also apply to the in-flight re-dispatch. This includes, but is not
limited to, weather, alternate airports, airport facilities, enroute
navigational aids, and fuel supply.
Between 2 hours and 1 hour 30 minutes prior to ETA at RD PT, the duty
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Chapter 4 Page 4-44
Dispatcher will send a re-dispatch message to the PIC. This message will
include the following information:
A. Flight number
B. Flight release authorization to SKJ DSTN
C. Alternate Airport
D. RD PT
E. RD FUEL
Note: RD FUEL is based on actual ZFW at takeoff, which may result in a
different RD FUEL than in the original flight plan.
F. Time and fuel burn to SKJ DSTN
G. SKJ DSTN and Alternate airport weather, such as VMC, IMC, or CAT
II/III.
Note: Weather will be given as ceiling and visibility when ceiling is less
than 600 ft or visibility is less than 1 mile/1,600 meters.
If the PIC has not received the RD MSG 1hour and 30 minutes prior to
reaching the RD PT, a message will be sent to TPEODCI, requesting RD.
At the latest 30 minutes prior to reaching RD PT, the PIC will decide
whether to continue to SKJ DSTN or to divert to the INTMD DSTN. If re-
dispatch to SKJ DSTN is accepted, a message will be sent to Dispatch,
indicating time and fuel remaining over RD PT and “RDA.” If not, a
message will be sent, indicating time and fuel remaining over RD PT and
“RDR.”
If re-dispatch is not accepted, the flight crew will then be responsible for
requesting a re-route from ATC to the INTMD DSTN airport.
The PIC will ensure that the RDA or RDR message is sent not later than
30 minutes prior to the RD PT. The flight crew must complete the “Re-
dispatch message record” found in chapter 12.
Refer to Figure 4.7 for a description of in-flight re-dispatch procedures.

Refer to Figure 4.8 for a description of fuel requirements at the RD PT.
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Chapter 4 Page 4-45
Figure 4.6. Pre-flight Fuel Requirements for Re-dispatch Operations
Re-dispatch
Select Proper:
1) INTMD DSTN
2) ALTN for INTMD DSTN
3) RD PT
Fuel Requirement for Re-dispatch Flight =

Taxi Fuel + Trip Fuel (Departure to Destination )
+ Re-dispatch contingency fuel
(but not less than 15 min normal cruise fuel)
+ Alternate fuel + Holding fuel over alternate.
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Chapter 4 Page 4-46
Figure 4.7 Re-dispatch Operations Procedure during the In-flight Phase
PIC Dispatcher
Responsibility Responsibility
Provide updated
Wx info and NOTAM
to the flight 2 hrs prior
to reaching
the RD PT
Provide the flight crew with:

1) Terminal Wx Info
2) Fuel required and estimated Flight
time from RD PT to Dest.
3) Most updated wind alofts data for
the remaining flight
Fill-out
"RD Message Record"
30 min. prior to
reaching the RD PT
Continue to Dest.?
Y
(Check Fuel on board)
Refile Notify
ATC Flight Plan Dispatcher
After obtaining clearance from

ATC, notify Dispatcher with:
1) Diversion Airport
2) ETA
3) Other information
Continue monitoring and

Divert to the Continue to inform GHA as soon as
refiled Airport Destination possible if divert is required.
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Chapter 4 Page 4-47
Figure 4.8 Fuel requirements at the RD PT
Fuel Requirement
at RD PT
Fuel Required for RD =

1) Dest. with separate Rwys; and Trip Fuel (RD PT - Dest.)
2) Dest. Wx VMC within ETA Y
+ RD Contingency Fuel*
1 hr + Holding Fuel over Dest.
Fuel Required for RD =

Trip Fuel (RD PT - Dest.)
N + RD Contingency Fuel*
+ Altn. Fuel
+ Holding Fuel over Altn.
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Chapter 4 Page 4-48
4.12 FLIGHT WATCH
4.12.1 Responsibility
JZ is responsible for monitoring the progress of each CAL flight and for
providing necessary assistance to passengers or crewmembers.
The duty Dispatcher is responsible for conducting flight watch activities

and for promptly reporting any irregularities to JZ.
Flight watch relies on reports received from all airborne flights. The PIC of
each flight is responsible for reporting aircraft position and any irregular
occurrences in accordance with procedures set forth in Chapter 7. The
duty Dispatcher shall contact flights in accordance with the stipulations in
Chapter 7.
4.12.2 Movement Control

A. Movement control is established by JZ to ensure that all CAL flights
are operated with minimum disruption or delay. When services are
disrupted or delayed, they will be rescheduled to minimize the
inconvenience to passengers, consistent with the CAL SAFETY-
FIRST operating policy.
B. JZ will closely coordinate with BD, SZ, FF, MM, and the operations
Duty Officer regarding the commercial and technical aspects of each
major delay. JZ is responsible for the following decisions:
(1) Cancellation of flights;
(2) Re-routing due to major delays or airspace blockage;
(3) Re-scheduling or over-flight due to weather, airport restrictions,

civil disturbances, crew duty time or sector limitations;
(4) Diversions or delay of flights for operational or commercial

reasons;
(5) Re-allocation of aircraft and re-scheduling of services due to

aircraft un-serviceability;
(6) Re-designating flights due to operational or commercial reasons.

C. To facilitate decision-making, the PIC, will promptly inform station
operations or Dispatch of any condition which is likely to result in a
delay. Operations or the Station Manager, as applicable, will relay this
information promptly to maintenance personnel and/or JZ. Items to be
reported include:
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(1) Aircraft serviceability or airworthiness;
(2) Fueling or refueling difficulties;
(3) Deficiencies in ground equipment;
(4) Weather warnings;
(5) Airport closures or restrictions;
(6) Load information, load disposal and loading/unloading difficulties;
(7) Civil disturbances;
(8) Industrial labor strikes, whether actual or imminent, that are likely
to disrupt or delay CAL’s flights;
(9) Crewmember problems.

D. The duty dispatcher shall report any schedule irregularities to OZ,
TPEPF and other relevant department as required by FSM (Flight
Safety Manual).
E. Whenever aircraft damage or passenger injury is caused, the duty
dispatcher shall report to TPEPLCI immediately.
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4.13 TYPHOON
JZ is responsible for ensuring that preventive measures are taken for all
typhoon-related occurrences system wide. All classifications of typhoon
warning phases are based on data provided by the appropriate weather
authority.
4.13.1 Objective
This section is to provide a guideline in the event that a typhoon is

approaching an aerodrome to which CAL operates. The purpose of
typhoon prevention is to maintain the most possible normal operations
and ensure safety in order to minimize the losses caused by a typhoon.
In order to rapidly restore normal operations after a typhoon, the following

actions should be considered:
A. Relocating aircraft
B. Diverting flights
C. Hangaring aircraft
D. Tying down of ramp aircraft.
E. Cancellation of the flights.
F. Dispersion of aircraft.
4.13.2 Definition
A. Typhoon: A tropical depression with a continuous wind velocity of 34
knots or more at the center.
The classification of a typhoon is based on the following wind velocity
table:
Category Wind Velocity
Knots Meters./ Sec. Grade
Light 34 - 63 17.2 - 32.6 8 - 11
Medium 64 - 99 32.7 - 50.9 12 - 15
Severe above 99 above 51.0 above 16
B. Relocating aircraft: Moving of aircraft to safer aerodrome(s) in order to

avoid possible aircraft damage.
C. Diverting flight: Flights landing at an aerodrome other than the
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destination due to the typhoon.

D. Hangaring aircraft: Aircraft that are parked in a hangar in order to
avoid any damage.
E. Tie-down aircraft: Aircraft that are fastened, according to the Aircraft
Maintenance Manual (AMM), to prevent aircraft damage from strong
winds while parked.
4.13.3 Classification of Typhoon Warning Phases
Typhoon warning phases are based on the data issued by the appropriate
weather authority,
For typhoon warnings in ROC areas, refer to the following table.

Warning Phases Condition
W36 The Typhoon will reach within the next 24 to 36 hours.
W06 The Typhoon will reach within the next 6 hours.
W00 The Typhoon is in present
4.13.4 Typhoon Coordination Center

A. The objective for organizing this center is to minimize the potential
damage caused by a typhoon and to coordinate and supervise all
departments concerned.
B. In the event that a W12 (or equivalent) warning has been issued by
the appropriate weather authority, JZ will ask a predetermined
representative to set up a Typhoon Coordination Center at JZ. These
representatives will be on duty for 24 hours until the typhoon has
passed.
4.13.5 Typhoon Handling Procedures of JZ

A. W36 (or equivalent):
Keep a close watch over the movement of the typhoon and notify all
units and stations concerned.
B. W24 (or equivalent):
(1) Monitor typhoon development, including velocity, direction of

movement, wind speed, wind direction…etc.
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(2) Notify all related departments about the possible development of

the typhoon.
(3) Depending on the typhoon status, pre-arrange possible

measures to be taken.
C. W12 (or equivalent):
(1) Monitor typhoon development, including velocity, direction of

movement, wind speed, wind direction…etc.
(2) Notify all related departments about the possible development of

the typhoon, and set up a Typhoon Coordination Center.
(3) Notify the aerodrome affected by the typhoon for the preparations
of aircraft departure.
(4) Consult with the related divisions for pre-arrangement if the

relocation or diversion flight affects subsequent flight
schedule(s).
(5) Determine the action for relocation, hangaring and/or tie-down.
If relocating, the minimum fuel on board shall be either:

a. The fuel required for the next flight; or
b. The fuel required as described in the Fuel Policy
(6) Determine as early as possible whether to relocate, overfly,

cancel or delay the flight.
(7) Execute the planned measure(s) based on the actual situations,

such as relocation, overflying, cancellation or delay…etc.
(8) Keep close contact with MM as per situations for handling of

hangaring and/or tie-down of aircraft.
D. W06 (or equivalent)
(1) Monitoring the operative conditions of the aircraft at the

aerodrome affected by a typhoon in order to execute the
relocation plans.
(2) Consult with OP to arrange for the required flight crew during
relocation flights.
(3) Notify planned relocation station(s) to obtain all necessary

requirements.
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(4) Coordinate with related departments for possible flight schedule

change.
(5) If hangaring an aircraft is needed, coordinate with MM to ensure

that all the preparation has been done.
E. W00 (or equivalent)
When this warning is given, the Typhoon Coordinate Center shall

remain on alert, special care should be given to possible emergency
diversion into aerodromes within typhoon area.
4.13.6 Cancellation of the Typhoon Warning
The cancellation of a typhoon warning is issued by the appropriate

aviation authority. The system wide cancellation of the typhoon warning is
determined by JZ, which should take into consideration of the following:
A. Assess the conditions of relocated aircraft and/or diverted aircraft and
arrange for these aircraft to be returned to normal services.
B. Consult with all concerned to re-arrange the subsequent schedule
and review the measures to be taken.
4.13.7 Responsibilities of Station(s)
Any issuance / instructions and/or actions regarding the typhoon made by

JZ should be fully complied with by all stations. During the time of a
typhoon, the station(s) will:
A. Provide current airport information to JZ so that they may decide upon
the appropriate action to be taken.
B. Act as the coordinator between JZ and the local authorities.
C. Follow up on the required measures that have been taken by all
concerned.
D. Cooperate with JZ on any follow-up procedures that may be required
after the typhoon warning has been cancelled.
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Chapter 4 Page 4-54
4.14 TEST FLIGHTS OR AIRWORTHINESS FERRY FLIGHTS
Refer to Chapter 9.
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Chapter 5 Page 5-1
Operating Policy Rev.
Chapter 5 Operating Policy
Table of Contents
5.1 GENERAL ............................................................................................... 5-5

5.1.1 Operating Authority .................................................................................. 5-5
5.1.2 CAL Operating Policy............................................................................... 5-5
5.1.3 Airmanship and Good Judgement ........................................................... 5-7
5.2. CREW RESOURCE MANAGEMENT (CRM) .......................................... 5-8

5.2.1 CRM Principles ........................................................................................ 5-8
5.2.2 CRM Philosophy ...................................................................................... 5-8
5.2.3 CRM Policy .............................................................................................. 5-9
5.2.4 CRM Behaviors........................................................................................ 5-9
5.3 COCKPIT RULES.................................................................................. 5-12

5.3.1 Duty Stations ......................................................................................... 5-12
5.3.2 Cockpit Discipline .................................................................................. 5-12
5.3.3 Unauthorized Cockpit Activities ............................................................. 5-13
5.3.4 Cockpit Door .......................................................................................... 5-13
5.3.5 Transferring Control ............................................................................... 5-13
5.3.6 Guarding Flight Controls ........................................................................ 5-14
5.3.7 Admission to the Flight Deck ................................................................. 5-14
5.3.8 Cockpit Jumpseat Travel Procedures .................................................... 5-15
5.3.9 Cockpit Lighting ..................................................................................... 5-16
5.3.10 Cockpit Lookout ..................................................................................... 5-17
5.3.11 Use of Headsets and Boom Mics........................................................... 5-17
5.3.12 Sterile Cockpit Rules.............................................................................. 5-17
5.3.13 Donning Oxygen Masks......................................................................... 5-18
5.3.14 Seat Belts / Shoulder Harness / Arm Rests ........................................... 5-18
5.3.15 No Smoking Policy................................................................................. 5-18
5.4 AIRPORT OPERATIONS ...................................................................... 5-20

5.4.1 Runway Condition.................................................................................. 5-20
5.4.2 Autoland Not Recommended................................................................. 5-22
5.4.3 Airport Critical Areas .............................................................................. 5-22
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Chapter 5 Page 5-2
5.5 AUTHORIZED WEATHER MINIMA ...................................................... 5-23

5.5.1 Applicability of Weather Minima............................................................. 5-23
5.5.2 RVR / RVV / Prevailing Visibility Measurement ..................................... 5-23
5.5.3 Wind Limitations .................................................................................... 5-24
5.5.4 Authorized Takeoff Minima .................................................................... 5-24
5.5.5 Authorized Landing Minima ................................................................... 5-25
5.5.6 Flight Crewmember Minimums .............................................................. 5-27
5.6 AIRCRAFT OPERATION ...................................................................... 5-29

5.6.1 Simulation of Emergency Situation ........................................................ 5-29
5.6.2 Style of Flying ........................................................................................ 5-29
5.6.3 Responsibility for Control / PF Duties .................................................... 5-29
5.6.4 Use of Checklists ................................................................................... 5-30
5.6.5 Use of Autopilot / Autothrottles .............................................................. 5-30
5.6.6 Aerodynamic Braking during Landing .................................................... 5-32
5.6.7 Brake Cooling ........................................................................................ 5-32
5.7 VISUAL OPERATIONS ......................................................................... 5-34

5.7.1 Visual Approach..................................................................................... 5-34
5.7.2 Charted Visual Flight Procedures .......................................................... 5-34
5.7.3 Sidestep Maneuver ................................................................................ 5-35
5.8 LOW VISIBILITY OPERATIONS (LVO)................................................. 5-36

5.8.1 General .................................................................................................. 5-36
5.8.2 Definitions .............................................................................................. 5-36
5.8.3 CAT II Authorization and Minima ........................................................... 5-37
5.8.4 Pilot Qualification for CAT II Operations ................................................ 5-38
5.8.5 Practice Category II Approaches and Automatic Landings .................... 5-39
5.8.7 Takeoff Limitations................................................................................. 5-40
5.8.8 Approach Limitations ............................................................................. 5-40
5.8.9 Approach Bans ...................................................................................... 5-41
5.8.10 Use of Automatic Systems..................................................................... 5-42
5.8.11 Missed Approach ................................................................................... 5-42
5.8.12 Ground Equipment Required for CAT II Approaches............................. 5-42
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Chapter 5 Page 5-3
5.8.13 Runway Requirements........................................................................... 5-43

5.8.14 RVR Measurement and Required Visual Reference.............................. 5-43
5.8.15 Company Limitations ............................................................................. 5-44
5.8.16 CAT II Abnormal Conditions .................................................................. 5-45
5.9 ADVERSE WEATHER OPERATIONS.................................................. 5-46

5.9.1 Cold Weather Operations ...................................................................... 5-46
5.9.2 Hot Weather Operation .......................................................................... 5-49
5.9.3 Turbulence............................................................................................. 5-49
5.9.4 Thunderstorms....................................................................................... 5-51
5.9.5 Windshear.............................................................................................. 5-52
5.9.6 Operation in Areas of Volcanic Ash Clouds ........................................... 5-53
5.9.7 Typhoon................................................................................................. 5-53
5.10 ATC CLEARANCE ................................................................................ 5-54

5.10.1 Recording the Clearance ....................................................................... 5-54
5.10.2 Accepting the Clearance........................................................................ 5-54
5.10.3 Departure/Arrival Clearance .................................................................. 5-54
5.10.4 Compliance with ATC Clearances ......................................................... 5-54
5.10.5 Climb and Descent Clearances ............................................................. 5-54
5.10.6 Speed and Heading Clearances ............................................................ 5-55
5.11 ALTIMETRY .......................................................................................... 5-56

5.11.1 Altimeter Setting Policy .......................................................................... 5-56
5.11.2 RVSM Operations .................................................................................. 5-56
5.11.3 Altimeter Error for Operations in Extremely Cold Temperatures............ 5-57
5.12 LONG-RANGE NAVIGATION ............................................................... 5-58

5.12.1 Preflight Preparation .............................................................................. 5-58
5.12.2 Required Navigation Equipment ............................................................ 5-58
5.12.4 Verification of Performance Data ........................................................... 5-59
5.12.5 FMS/PMS/INS Initialization and Crosscheck ......................................... 5-59
5.12.6 Enroute Navigation Procedures ............................................................. 5-59
5.13 RISK MANAGEMENT ........................................................................... 5-61

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Chapter 5 Page 5-4
5.13.1 Weather Updates ................................................................................... 5-61

5.13.2 Fuel Consumption Monitoring ................................................................ 5-61
5.13.3 Contingency Planning ............................................................................ 5-61
5.13.4 Circuit Breakers ..................................................................................... 5-61
5.13.5 Traffic Collision and Avoidance System (TCAS) .................................... 5-62
5.13.6 Ground Proximity Warning System (GPWS).......................................... 5-62
5.13.7 Terrain Warning ..................................................................................... 5-62
5.13.8 Airborne Weather Radar ........................................................................ 5-62
5.14 ABNORMAL CONDITIONS................................................................... 5-63

5.14.1 Engine Failure........................................................................................ 5-63
5.14.2 Engine Fire Warning .............................................................................. 5-64
5.14.3 Inflight Fire or Smoke............................................................................. 5-64
5.14.4 Structural Integrity.................................................................................. 5-64
5.14.5 Emergency Descent............................................................................... 5-64
5.14.6 Overweight Landing ............................................................................... 5-64
5.14.7 Fuel Dumping ........................................................................................ 5-65
5.15 REPORTING MECHANICAL IRREGULARITIES ................................. 5-66
5.15.1 Cabin Log Book (CLB) .......................................................................... 5-66
5.16 ETOPS OPERATIONS .......................................................................... 5-68
5.17 ALLOWABLE TAKEOFF / LANDING WEIGHT.................................... 5-69
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5.1 GENERAL
5.1.1 Operating Authority
Air Carrier Operating Certificates constitute the company’s basic operating

authority. Each such certificate defines the authorized scope of operations
and the limitations and conditions under which commercial flight activities
may be conducted.
Most countries require that flight operations to be operated in accordance

with ICAO Annex 6, and supporting documents. Special exceptions to the
ICAO rules and procedures for respective countries can be found in the
Jeppesen Airways Manual. All CAL flights will comply with these
international standards and rules, as modified for operation within the
airspace of the respective country.
The Republic of China (ROC) and the United States of America (US), have
issued OPS SPEC to CAL. Flights within US airspace shall comply with the
CAA and US OPS SPEC. All other flights shall be operated in accordance
with CAA OPS SPEC and relevant local rules, whichever is more
restrictive.
The CAA OPS SPEC can be found in the flight kit aboard each aircraft. US
OPS SPEC are only aboard each those aircraft that operate to within the
US. It is the responsibility of each flight crewmember to become thoroughly
familiar with all operating restrictions and regulations that apply to assigned
flights.
5.1.2 CAL Operating Policy
Flight operations shall be conducted in accordance with the CAL SAFETY-

FIRST operating policy. This policy places flight safety above all other
considerations. When conflicts between operating considerations occur,
flight crewmembers and all other members of the flight operations team
shall make decisions in accordance with the following considerations,
satisfied in the order of priority.
1. Safety
2. Passenger comfort
3. Schedule reliability (on time operation)
4. Economy of operation (cost control)
Operating in accordance with this policy means that starting or completing
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Chapter 5 Page 5-6
a flight on time is not as important as ensuring safe operations; ensure that

the aircraft is airworthy prior to flight and do not operate a flight into unsafe
conditions, even if it results in a delay.
Operating in accordance with this policy means that completing a flight in

scheduled time is not as important as providing passengers with a
comfortable flight; choose routes, altitudes, and airspeeds that ensure this
result; avoid hazardous weather conditions.
Operating in accordance with this policy means that reducing the cost of
operation or maximizing revenue is not as important as carrying enough
fuel to ensure adequate reserves; remove payload as necessary to
accommodate fuel required by CAL Fuel Policy.
The cost of operation will sometimes be increased in order to satisfy

considerations of passenger comfort or schedule reliability. For example, a
line of thunderstorms can require deviation from the planned route;
marginal weather at a planned alternate may require nomination of a more
distant alternate; a departure delay might indicate the need to fly at
increased airspeed to arrive closer to scheduled arrival time, subject to
safety and aircraft performance considerations.
After having satisfied considerations of flight safety, passenger comfort,

and schedule reliability, it is the duty of every member of the CAL operating
team to optimize economy of operation. Normally, this means following the
flight plan, operating at standard speeds near optimum altitude, ensuring
the aircraft is properly trimmed at all times with balanced fuel conditions,
and proper management of drag and engine thrust during departure and
approach to landing. In unusual circumstances, such as when wind or
weather conditions are not as forecast, PIC’s should exercise good
judgement to achieve a safe operation at minimum cost. Every PIC is
expected to be thoroughly familiar with the performance characteristics of
assigned aircraft, including, but not limited to, the effects of altitude and
atmospheric conditions, and the speeds for maximum range, maximum
endurance, and minimum cost operation.
Regulations and company policy make safe flight the final responsibility of
the PIC. To achieve this result, each PIC shall ensure that assigned aircraft
are airworthy, that the flight plan is based on safe routes, altitudes and
speeds, that sufficient fuel is carried to ensure safe reserves, that the crew
uses good CRM to maintain situational awareness, and that no
unnecessary risks are accepted.
Other members of the operating team, including managers, dispatchers,

and cabin crew, shall fully support the PIC in applying the SAFETY-FIRST
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Chapter 5 Page 5-7
priority system. If any member of the team observes that a PIC overlooks a
priority or make a decision out of priority, they must promptly call this to the
attention of the PIC and suggest an alternative action.
Any employee of CAL who attempts to influence a PIC to operate other

than in accordance with this SAFETY-FIRST operating policy will be
subject to disciplinary review.
5.1.3 Airmanship and Good Judgement
It is impossible to make rules or policies to cover all flight situations. Flight

crewmembers are encouraged to exercise good judgement at all times,
even if it means deviating from an existing policy in abnormal or emergency
conditions.
Judgement of this order requires excellent airmanship. This demands that

they possess high skill levels, proficiency, and great personal discipline.
However, it is sound judgement, based upon good situational awareness,
which sets the excellent airman apart from aviators who are merely good
pilots.
Excellent airmen make it a consistent practice to know what’s happening

and what might happen at all times and they do not take unnecessary risks.
In order to maintain this level of awareness, expert airmen work hard to
build superior knowledge of their aircraft, of the environment, of the risks
that might affect their flights, and of the human factors that affect the
performance of crewmembers and flight safety. Expert airmanship leads to
improved situational awareness, fewer mistakes, better judgement, and
safer flying conditions.
Use the CAL SAFETY-FIRST operating policy to guide decisions; work as a

team to solve problems; consider the risks in order to achieve the most
favorable result.
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Operating Policy Rev. 1
5.2. CREW RESOURCE MANAGEMENT (CRM)
The Four P’s, Principles, Philosophy, Policies, and Practices (Behaviors)

define the CAL approach to CRM. Principles form the basis for our
philosophy; our philosophy shapes our policies; policies guide the
development and implementation of practices.
5.2.1 CRM Principles
One principle, thoroughly understood, can help solve many problems.

Crewmembers should think deeply about this idea, particularly in light of the
CAL CRM principles.
Safety is my duty.
No one is perfect, everybody makes mistakes.
CRM is the way to correct mistakes.
Teamwork is the result of cooperation, not competition.
It’s what’s right, not who’s right, that matters.
Do first things first.
Encourage open discussion
Be self-critical and self-correcting.
Good EQ (emotional intelligence) enhances crew performance.
When in doubt, check it out.
Don’t rush! Stay cool! Think it out!
Take care of each other.
5.2.2 CRM Philosophy

A. CRM is the effective use of all available resources -- people, equipment,
and information -- to achieve the highest possible levels of safety and
efficiency.
B. CRM ability and a facility for teamwork shall be a selection criteria for all
crewmembers.
C. CRM is based on the principle of synergy (teamwork) functioning within
a cultural environment that supports and encourages human growth and
commitment.
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D. CRM involves the continuous improvement of procedures, attitudes, and

behaviors, applying human factor concepts to enhance individual and
crew performance.
E. CRM training is focused on specific teamwork, communication,
decision-making, and workload management behaviors that have been
proven to enhance personal effectiveness and job satisfaction. As a
result of CRM training, employees will be better able to function as
members of self-criticizing, self-correcting teams.
5.2.3 CRM Policy

A. CRM principles and behaviors must be fully integrated into all aspects of
flight operations training.
B. Periodic CRM assessments and performance feedback will be
conducted for all flight crewmembers, cabin crews, and dispatchers, in
order to assure effective teamwork.
C. Flight schedules for crewmembers will be prepared and administered to
assure adequate rest and safe crew pairings (i.e., new captains will not
be scheduled with new first officers unless a CP or IP is part of the
crew).
D. The PIC shall be responsible for establishing an environment of trust
and mutual-commitment prior to each flight, encouraging his fellow
crewmembers to speak up and to accept mutual responsibility for the
safety and well-being of the passengers, cargo, and equipment
entrusted to them. “What’s right, not who’s right” shall be the motto of all
members of the CAL operating team.
E. Each CAL crewmember shall be responsible for notifying the pilot-in-
command of any condition or circumstance that might endanger the
aircraft or impair the performance of any flight crewmember.
F. CRM skills and performance will be periodically evaluated at all
organizational levels to provide regular feedback and ensure continuous
improvement.
G. CRM skills and performance will be a factor in the promotion of all CAL
crewmembers.
5.2.4 CRM Behaviors
CAL CRM training is designed to provide participants with a clear

understanding of CRM Behavioral Objectives. These behavioral objectives
fall into four major categories: teamwork, communication, decision -making,
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and workload management. Crewmembers are expected to master these

behaviors in the course of CRM and CRM LOFT training and to apply them
during flight operations.
5.2.4.1 Teamwork
A. Crewmembers exercise subtle authority.
B. Crewmembers exhibit situational leadership / followership.
C. Crewmembers adapt to crew interpersonal differences.
D. Crewmembers use appropriate techniques to manage interpersonal

conflicts.
E. Crewmembers take care of each other.
5.2.4.2 Communication
A. Crewmembers use SOPs and standard phraseology to reduce error.
B. Crewmembers create an environment that encourages open

communication and participation.
C. Crewmembers exhibit proper communication skills.
D. Crewmembers assert with appropriate persistence.
E. Crewmembers use inquiry and advocacy to maintain situational

awareness.
F. Crewmembers conduct interactive briefings for all phases of flight.
G. Operational decisions are clearly stated and acknowledged.
H. Crew self-critique is encouraged.
5.2.4.3 Decision Making

A. Crewmembers make decisions in accordance with the CAL operating
policy.
B. Crewmembers do first things first.
C. The entire crew is involved appropriately in decision-making.
D. Crewmembers use all available resources appropriately to solve

operational problems.
E. Crewmembers maintain situational awareness and anticipate
developments.
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F. Crewmembers support the final decision of the PIC, unless it is unsafe

to do so.
5.2.4.4 Workload Management

A. Crewmembers establish positive control of the aircraft.
B. Crewmembers distribute tasks to maintain safety and efficiency.
C. Crewmembers cope effectively with operational stress.
D. Crewmembers use automated systems appropriately.
E. Crewmembers practice fatigue countermeasures.
F. Crewmembers stay focused.
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5.3 COCKPIT RULES
5.3.1 Duty Stations
Flight crewmember duty stations are defined as follows:
CM1 occupies the left hand seat;
CM2 occupies the right hand seat.
CM3 occupies the Flight Engineer seat (742 fleet) or

an observer seat (for other fleets)
Note: Other observer seats will be sequenced

thereafter.
Flight crewmembers may occupy only those cockpit duty stations for which
they have been trained and qualified. No PIC may allow any person to
manipulate the flight controls of a CAL aircraft unless that person is fully
qualified and is an assigned flight crewmember on the flight.
Assigned operating flight crewmembers in multiple and double crews are

required to be present in the cockpit during flight operations below 10,000 ft.
The PIC may waive this requirement during an emergency, when
necessary to allow an authorized observer to occupy a cockpit station, or
when available cockpit seating does not permit.
Operating crewmembers may leave their duty station only when necessary
in the performance of duties or to satisfy physiological needs.
5.3.2 Cockpit Discipline
Good cockpit discipline involves respect for each other, effective

communication and good teamwork. Flight crewmembers must work
diligently to think ahead at all times, anticipating changing circumstances
and always being prepared for likely contingencies. This includes a review
of navigation charts regarding fixes, navigation aids, recommended flight
procedures, flight restrictions and communication frequencies before they
are required.
Effective communication is communication that produces the desired result.

To consistently achieve this level of communication requires an unwavering
commitment to understand and to be understood. Active listening is
practiced and, in any case of doubt, clarification is requested. Standard
communication protocols are used for communication inside and outside
the cockpit. Sterile cockpit rules are observed and standard procedures are
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followed to create a silent cockpit environment which enables operating

crewmembers to promptly notice important operational events.
Good teamwork results from common goals and a keen awareness of

human capabilities and limitations. Common goals are created by thorough
briefings and the use of structured processes like FOR-DEC (Facts,
Options, Risk-Decision, Execute, Check) to make decisions in complex
situations. Once goals have been set, crewmember workload must be well
distributed to utilize the talents of all crewmembers.
All human beings have difficulty maintaining concentration during long

periods of monitoring activity. To improve surveillance, PIC should consider
alternating PF duties during long periods of cruise flight, providing
approximately 30-minute operating periods for each crewmember. This will
enable the PF to concentrate fully on flying the aircraft while the PNF is free
to relax and divert their attention to non-flying matters.
5.3.3 Unauthorized Cockpit Activities
Operating flight crewmembers should not engage in unauthorized activities

while on duty at their operating stations . Unauthorized activities include:
! Reading newspapers or magazines.
! Using personal computers.
! Playing games.
! Smoking.
! Using cellular phones .
! Otherwise diverting attention from aircraft operation while at the controls

during critical phases of flight.
5.3.4 Cockpit Door
Refer to Chapter 10 “Regulations for Cockpit Entry”.
5.3.5 Transferring Control
Positive control of the aircraft at all times is critical to flight safety. When
control is to be transferred. Flight crewmembers shall use the phraseology
“YOU HAVE CONTROL.” and "I HAVE CONTROL"
Using his/her best judgement, if there is any imminent threat to the

operational safety of the flight, the PNF may take over control from the PF
by announcing “ I HAVE CONTROL.” Control of the aircraft should not be
returned to the original PF until the imminent threat no longer exists.
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For abnormal situations, refer to “Flight Crew Incapacitation” under Chapter

10.
5.3.6 Guarding Flight Controls
During climb or descent below 1,000 ft AAL, with autopilot engaged, the PF
must keep hands and feet on the flight controls and ATS to the extent
necessary in the event of a malfunction.
5.3.7 Admission to the Flight Deck

5.3.7.1 General Principles
CAA personnel, CAL airmen, and other authorized CAL employees may be
allowed access to the Flight Deck to conduct CAA and/or CAL business.
As a general rule, Flight Deck Passes are not issued for training flights,
check flights and S flights.
When additional crewmembers are in the cockpit, company supervisory

airman on official business and CAA inspectors conducting enroute
inspections may reposition a flight crewmember to the cabin seat assigned
to that supervisory airman or CAA inspectors.
5.3.7.2 Flight Deck Passes
Authorization for access to the Flight Deck is obtained through the Vice
President of Flight Operations or the General Manager OP. Upon approval,
the General Manager OP will issue a Flight Deck Pass, which must be
presented to the PIC prior to entering the cockpit. A sample form can be
found in Chapter 12.
Note: CAA Inspectors, when conducting spot checks, may have access to
Flight Deck without prior notification or authorization.
OP will provide the PIC with the name(s) of person(s) issued Flight Deck
Passes at the time of check in. The PIC will decide when visits to the flight
deck may take place.
All persons visiting the flight deck must be properly attired and present
appropriate identification.
Priority for flight deck access will be as follows:
1. CAA Inspector (on CAA business)
2. Supervisory Airmen on official business
3. Non CAL Personnel approved by the CAA
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4. ACM or ECM flight crewmembers
5. CAL Management not on an S-Flight
6. Other CAL Personnel

5.3.7.3 Procedures
Person(s) approved for flight deck access shall provide the Purser with the
Flight Deck Pass together with proper identification to be handed to the
PIC.
The Pass may be handed directly to the PIC when meeting the crew at
other than on board the aircraft.
The PIC will inform the purser as to when the person can be brought to the
flight deck.
Unless qualified on the type of aircraft, the flight crew shall brief the person
regarding use of oxygen masks, shoulder harness/seat belt, emergency
equipment/exits, evacuation procedures, and sterile cockpit rules.
The PIC shall return the identification papers, but will retain the “Flight Deck
Pass” to be submitted to OP upon arrival in Taipei.
5.3.7.4 PIC Authority
The PIC is authorized to deny any person access to the flight deck if, in
his/her judgement, the presence of such persons is likely to adversely
affect the safety of the flight. This authority is not to be used to prevent
reasonable access by CAA Inspectors or company Supervisory Airmen in
the performance of their duties.
5.3.8 Cockpit Jump Seat Travel Procedures
The cockpit jump seat is for the use of Flight Operations personnel,
conducting flight deck activity such as Route Checks, Route Qualifications,
Line Consolidation, S Flights and other Flight Deck Duty.
Jump seat travel may also be approved for Supernumerary (ECM) Travel
with prior approval from OP.
5.3.8.1 Authorization
Authorization to use the cockpit jump seat for non-operating personnel is by

Vice President, Flight Operations, or his authorized nominee. Authorization
to use the cockpit jumpseat for ECM or authorized observers is by OP.
Flight crew travelling on jumpseat for flight deck duties will normally be
listed in the daily flight schedule. OP will confirm authorization to the PIC at
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check in for flight.
Cabin crews are not authorized to occupy the Cockpit jumpseat for takeoffs
and landings.
5.3.8.2 Check-in Procedures
Flight crew travelling on jumpseat shall report at the daily counter at normal
flight crew check in time.
Flight crew travelling from outstation back to main base shall report to
supervisor in charge at the airport and provide him with copy of approved
application with sufficient time for the officer to prepare the necessary
documentation for his travel (e.g. General Declaration).
The jumpseat flight crewmember will advise the PIC of his authorized travel
and will proceed through all airport formalities together with the rest of the
crew.
The jumpseat flight crew must be briefed by the operating crew regarding
sterile cockpit procedures, cockpit security procedures, use of oxygen
equipment, and evacuation procedures.
The jumpseat crew must:

A. Be in full uniform.
B. Be listed in the General Declaration.
C. Be in possession of validated I.D./passport/crew member certificate

/entry and exit permits.
D. Observe all rules pertaining to duty travel to include alcohol
consumption (12 hours before flight).
5.3.9 Cockpit Lighting
Night vision is greatly diminished after few seconds exposure to white light.
Full recovery of night vision after such exposure can require more than 20
minutes.
Flight crewmembers should carefully control cockpit lighting during night

operations. White lights should be kept to a minimum during takeoff, climb,
descent, and landing. It is recommended that all white lighting be minimized
at least 20 minutes prior to landing during night operations.
It may be necessary to illuminate white lighting when operating in the

vicinity of thunderstorms or when otherwise required for safety reasons.
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5.3.10 Cockpit Lookout
The PIC must ensure that all flight crewmembers maintain a lookout for
traffic or other threats to the flight, particularly when operating in the vicinity
of an airport. At night, outside vision is improved by reducing cockpit
lighting to minimum levels.
The PIC is also responsible for ensuring that the field of vision of each
operating crewmember remains unobstructed at all times. Only sunscreens
or shades that are part of the standard aircraft equipment may be used to
control sunlight. Newspapers and checklists should not be used to block
bright light.
5.3.11 Use of Headsets and Boom MICs
Flight crewmembers shall use headsets from the start of taxi to TOC and
from TOD until the aircraft is parked at the gate.
Headsets with a boom microphone are provided as part of the aircraft

equipment (except B742). Unless prohibited by the respective AOM, flight
crew may use personal headsets, but they must meet FAA requirements.
Boom microphones minimize the need to divert attention from aircraft

control during critical departure and approaches phases. During flight, they
should normally be used for all communications below 10,000 ft.
5.3.12 Sterile Cockpit Rules
Flight crewmembers are prohibited from performing any non-essential

duties during critical phases of flight. No flight crewmember may engage in,
nor may any PIC permit, any activity during a critical phase of flight that
might distract an operating crewmember from performing his/her duties, or
which could interfere in any way with the proper conduct of those duties.
A. Critical phases of flight include all ground operations, beginning with
push back, towing, taxi, takeoff, landing, and all other flight operations
conducted below 10,000 ft altitude.
B. The following activities are specifically prohibited during critical phases
of flight:
(1). Radio calls for non safety-related purposes such as any company
communications.
(2). Promotional or sightseeing announcements to the passengers.
(3). Cockpit-cabin interphone communications other than in abnormal or

emergency conditions.
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(4). Paperwork unrelated to the safe operation of the flight.
(5). Eating meals.
(6). Reading any material not related to the operation of the flight.
C. When ACARS reporting is not available, CAL off-time and arrival reports
must be made above 10,000 ft. ACARS automatically transmits off-time
reports; arrival reports should be prepared and sent prior to start of
descent.
D. Dispatch will not send ACARS messages which require crew response
during the period 15 minutes after takeoff or 15 minutes prior to landing.
With the exception of cabin-ready communications or abnormal situations,

cabin crews have been instructed not to attempt to enter the cockpit during
sterile cockpit periods. Flight crewmembers should alert cabin crews to the
beginning and end of sterile cockpit when passing through 10,000 altitudes.
5.3.13 Donning Oxygen Masks
The flight crewmembers must verify that their respective oxygen masks are
operational and readily available for use prior to flight.
Above 10,000 ft cabin altitude:
Each flight crewmember is required to breathe oxygen continuously when

the cabin altitude exceeds 10,000 ft. M.S.L.
5.3.14 Seat Belts / Shoulder Harness / Arm Rests
Flight crewmember seat belts shall be fastened when occupying a cockpit

duty station during flight time. Shoulder harnesses shall be used during
takeoff, landing or when otherwise necessary.
Armrests may be positioned for use at the discretion of individual flight

crewmembers during any phase of flight.
5.3.15 No Smoking Policy
Smoking anywhere onboard a CAL aircraft is prohibited at all times.
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5.4 AIRPORT OPERATIONS
5.4.1 Runway Condition
Wet runways or runways cluttered with contaminants such as standing

water, slush, snow, or ice can adversely affect aircraft takeoff and landing
performance limitations. Crewmembers must be aware of AOM limitations
for wet or cluttered runway operations and carefully calculate required
reductions to speeds or weight limitations. Refer to the RAM for specific
limitations.
5.4.1.1 Definitions
Contaminated: A runway where more than 25 percent of the required

field, within the width being used, is covered by
standing water or slush more than 0.125 inch(3.2mm)
deep, or that has an accumulation of snow or ice.
Takeoffs in slush depths greater than 0.5
inches(13mm) are not permitted.
Damp: A runway is damp when it is not perfectly dry and when
the water on it does not give it a shiny appearance.
Dry: A runway that is not wet.
Wet: A wet runway presents a shiny appearance due to a

thin layer of water coating the runway surface, but this
layer may not exceed 3 mm in depth and does not
present a hydroplaning risk.
Standing water: Heavy rain and/or inadequate runway drainage can

cause water to stand on a runway at depths of more
than 3 mm.
Slush: Slush is water saturated with snow; it spatters when

stepped on or driven over. Slush is typically
encountered at temperatures around 5° C and its
density is approximately 0.4 Kg/liter (7.1 lbs. / US
gallon).
Wet snow: Wet snow will stick together when compacted by hand
and will form into a snowball. Its density is
approximately 0.2 Kg/liter (3.35 lbs. / US gallon).
Dry snow: Dry snow can be blown if loose and will fall apart if
compacted by hand. Its density is approximately 0.2
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Kg/liter (1.7 lbs. / US gallon).
Compacted snow: A condition that results when snow has been

compressed. It typically exhibits a friction coefficient of
0.2.
Icy: Ice provides a friction coefficient of 0.05 or less.

5.4.1.2 Policy
Aircraft performance information is typically based on one of three runway

conditions: (1) dry runway; (2) wet runway; or (3) contaminated runway.
Since takeoff and landing distances are based on smooth, dry, hard surface
runways, takeoffs and landings on wet or contaminated runways often
require adjustments to V1 speed, autobrake settings, and/or weight limits.
Crosswind limitations are also affected by these conditions. Please refer to
“Wind Limitations,” in this Chapter, and the respective AOM to determine
applicable limitations.
While flight planning, pilots should anticipate runway conditions for planned
departure and arrival airports. Generally, non-grooved runways will be
considered to be “wet” if moderate rain (RA or SHRA) is forecast at or
shortly before the time of departure or arrival. If heavy rain or
thunderstorms are forecast, standing water should be expected. The
presence of standing water, snow, slush, or ice generally indicated the
need for application of contaminated runway performance adjustments.
Grooved runways are not normally considered to be “wet” unless heavy

rain (+RA or +SHRA) conditions exist or are forecast to at or near the time
of arrival.
During flight, flight crewmembers should carefully consider reported runway

conditions when evaluating runway suitability for landing. Refer to the
respective AOM for performance limitations, autobrake settings and
braking action classification chart.
Airports equipped with friction measuring devices provide numerical

measures of braking effectiveness. These measures are stated in
reference to the Greek letter µ (pronounced myew) with values ranging
from 0 to 1.00. The lower the µ value, the lower the braking performance.
Flight crewmembers must be concerned with readings of less than 0.40,

which is the range where aircraft-braking effectiveness is reduced. Flight
crewmembers should consider this information along with other knowledge,
including aircraft performance data, weight, wind and runway conditions,
and tire condition to determine runway suitability and required performance
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adjustments.
5.4.2 Autoland Not Recommended
Due to unstable instrument approach signals or other unacceptable

approach or runway conditions, autoland may not be recommended on the
following runways.
Airport Runway Comments

DPS 27 LOC course offset
HKT 27 Offset approach; irregular runway.
Glideslope can be unstable due to taxiing aircraft, if
JFK All
low visibility procedures are not in effect (CAT II/III).
JFK 22L Due to ground equipment.
Glideslope can be unstable due to taxiing aircraft, if
LAX 24R
low visibility procedures are not in effect (CAT II/III).
MIA 09L
MNL 06/24
OKA 36 LOC course offset
PSA 04 Beam Quality
SAN 09 Terrain
SJC 12R/30L Terrain
TPE 06 Glideslope can be unstable due to taxiing aircraft.
5.4.3 Airport Critical Areas
Airports conducting low visibility operations are required to protect critical

areas close to the runway to ensure that taxiing aircraft do not interfere with
ILS signals. The statement, “low visibility procedures in effect” indicates
that critical areas are protected.
Flight crews must ensure that their aircraft remain clear of ILS critical areas
when “low visibility procedures” are in effect or reported.
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5.5 AUTHORIZED WEATHER MINIMA
5.5.1 Applicability of Weather Minima
Normally, published visibility minima are the sole minimum weather

requirement for takeoff or approach, regardless of reported ceiling.
Following are exceptions to this rule:
A. Ceiling Required - Certain airports require a reported ceiling value for
landing. This is normally due to terrain or other obstacles in the vicinity
of the airport. When such ceiling requirements are published, reported
ceiling must be equal to or better than the charted value.
B. Circling Approach - The minima for circling approach are ceiling 1,000 ft.
or MDA, which is higher, and visibility 3 miles (4,800 meters) or
published visibility, whichever is greater, except that the B738 may use
published minima for circling approaches at RCKH.
C. Alternate Airports - Alternate weather minima, consisting of ceiling and
visibility requirements, are applicable at the time of flight release. After
departure, published minima for the airport apply, unless otherwise
restricted by OPS SPEC (e.g., circling approach).
D. Diversionary Airports – Use regular published minimum.
E. Visual Approach - Refer to Visual Operations in this Chapter.
At some foreign airports, two sets of air carrier minima are published. One
set is for carriers complying with ICAO/ECAC; the other, for those
complying with U.S. FARs. CAL flights will comply with the ICAO minima
unless CAA OPS SPEC are more restrictive.
5.5.2 RVR / RVV / Prevailing Visibility Measurement
Runway visual range (RVR), runway visibility value (RVV), and prevailing
visibility may be used to specify approach minima. Where RVR is reported,
it must be used to determine takeoff or landing minimum weather. If RVR is
not available, RVV and prevailing visibility, in that order, must be used.
RVR readings reported in weather sequence reports (USA) or METARs

give the highest and lowest RVR in the previous ten minutes. Operational
RVR readings are reported directly to flights by approach control or tower.
Approaches to CAT I minima may be based on either visibility or RVR;

approaches to less than CAT I minima are based on one or more RVR
readings. Refer to Low Visibility Operations in this Chapter.
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5.5.3 Wind Limitations
Wind limitations are published for each aircraft type in the respective AOM.
All wind limits except crosswind limits are based on steady-state winds, as
reported by ATC or ATIS. Crosswind component is calculated as follows:
A. Takeoff - Steady-state winds will normally be used to calculate
crosswind limits for takeoff. Gusts may be considered at PIC discretion.
Gusts must be used by high-minimums captains (less than 100 hours
PIC in type).
B. Landing - Wind gusts shall be considered as the limiting factor when
determining cross wind limits. For example, if the reported wind is a
direct crosswind at 20 knots, gusts to 30 knots, the wind component
used to calculate crosswind limit would be 30 knots.
Crosswind limitations apply only at the time of takeoff or landing, not for
dispatch purposes. However, when dispatchers notice that a forecast for
the destination airport contains crosswinds that are out of limits at ETA,
they will automatically increase contingency fuel to a minimum of 30
minutes. This additional fuel requirement applies to flights of any duration.
Ungrooved runways should be considered to be wet if moderate rain is

forecast just prior to arrival or is falling during approach. Grooved runways
should be considered “wet” only if reported to be wet or if the forecast at the
time of arrival at destination indicates the thunderstorms (TS) or heavy rain
(+RA).
5.5.4 Authorized Takeoff Minima

5.5.4.1 Standard Takeoff Minimum
Standard takeoff minima are published in the CAA OPS SPEC. CAL
standard takeoff minima are as follows:
2-engine aircraft: visibility 1 mile (1600 meters)

3 or 4-engine aircraft: visibility 1/2 mile (800 meters)
5.5.4.2 Lower than Standard Takeoff Minimum
Lower-than-standard takeoff minima down to RVR 175 meters are

authorized under certain specific conditions of runway lighting and RVR
reporting capability. The higher of the minima published in the Jeppesen
Manual for each airport or those listed in the OPS SPEC must be used for
takeoff. Refer to OPS SPEC, section C, in the Appendix for these
requirements.
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Most airports report only a single RVR reading unless low visibility
procedures are in effect. Flight crewmembers must request additional RVR
readings, as required by the OPS SPEC, in order to use lower-than-
standard takeoff minimums.
To determine lower than standard minima at a specific airport, refer to the

backside the Jeppesen airport layout page, 10-9. The TAKEOFF table
gives the lowest takeoff minimums permitted plus any restrictions.
Some foreign airports publish two sets of takeoff minima; one for ICAO
carriers and one for US FAR carriers. CAL flights must observe the ICAO
minimums.
5.5.5 Authorized Landing Minima

5.5.5.1 Aircraft Approach Category
Aircraft approach category is based on the speed at threshold based on 1.3

times stall speed in the landing configuration at maximum certificated
landing mass. CAL aircraft are classified as follows:
Type Straight-in Approach Circling Approach
B747 Category D Category D
A340 Category D Category D
MD11 Category D Category D
A300-600R Category C Category D
B737-800 Category D Category D
5.5.5.2 Standard Landing Minima
Standard landing minima for all CAL aircraft are RVR 4000 ft or Visibility
1200 meters. To operate below these minima on any approach, special
approach lighting, runway lighting or markings, and landing weight
restrictions apply. Refer to OPS SPEC, Part C, in the Appendix.
Raw Data ILS Approach - If a raw data ILS approach must be flown without
benefit of either a flight director or approach coupler (autopilot), standard
landing minima (1200 M or 4,000 ft) apply.
5.5.5.3 Straight-In Minima
Straight-in approach minima are published when the final approach course
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is within 30° of the runway alignment and a normal descent can be made
from the IFR altitude shown to the runway surface. When either the normal
rate of descent or the runway alignment factor is exceeded, straight-in
minima are not published.
A few airports such as HNL publish straight in minima even though runway
alignment is more than 30° from the final approach course. These minima
may be used, if published.
5.5.5.4 Circling Minima
No flight may commence a circling approach unless reported ceiling is

1,000 ft. or the MDA, whichever is higher, and reported visibility is at least 3
miles (4,800 meters) or published visibility, whichever is greater. B737-800
flights to RCKH may use the published circling minima in the Jeppesen
approach chart.
5.5.5.5 Starting an Approach
No approach may be continued past the final approach fix or, if a final
approach fix is not specified, into the final approach segment of an
instrument approach unless the latest weather report indicates the visibility
is equal to or better than visibility minimums for the approach to be flown.
5.5.5.6 Continuing an Approach
If, after commencing the final approach segment of an instrument approach

with reported visibility above published minimums, a later weather report
indicates below-minimum conditions, the approach may be continued to DH
or MDA. If the required visual references are established at DH/MDA, a
landing may be made.
5.5.5.7 Required Visual Reference (other than CAT II/III)
Descent below DH/MDA is authorized provided the airplane is continuously

in a position that allows a normal landing within the touchdown zone using
normal rates of descent (refer to “stable approach criteria” in Chapter 6)
and at least one of the following visual references are in sight:
A. The approach light system, except that below 100 ft above TDZ
approach lights may not be used as a reference;
B. The runway threshold, threshold markings, or threshold lights;
C. The touchdown zone lights;
D. The runway or runway markings;

E. The runway lights.
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5.5.6 Flight Crewmember Minimums

5.5.6.1 High Minimums Captains
Captains with less than 100 hours at CAL as PIC in type are “high
minimums captains.” These captains must add 100 ft to published DA/MDA
and 800 meters (1/2 mile) to published visibility or RVR minima to
determine their personal minimums for an approach. These minimums may
not be lower than ceiling 300 ft and visibility 1,600 meters (1 mile), but need
not be increased above alternate minima for the airport.
High minimum additions do not apply to takeoff minima. However, they

must be added to the landing minima at the departure airport for purposes
of determining whether or not a takeoff alternate is required.
5.5.6.2 Cruise Captain / First Officer Takeoff and Landing
Captains may assign cruise captains and first officers to perform takeoffs
and landings from the right seat only when all of the following conditions
exist:
A. The PIC has accumulated 100 hours as PIC on type with CAL.
B. The aircraft mechanical condition is such that the first officer is not likely
to experience control difficulties, based on the PIC’s assessment of his
or her skill and experience.
C. For crosswind component limitation, refer to “Wind Limitations” section in
this chapter. Captains should use good judgement regarding gusty wind
conditions.
D. For takeoff, the RVR is equal to or greater than 350 meters.
E. For landing, the existing ceiling is equal to or better than 100 ft above
DA/MDA and visibility is not less than 800 meters (1/2 mile) greater than
the minimum visibility for the approach.
F. The runway is not contaminated by ice, snow, or standing water, as
defined in the respective AOM and RAM.
If a first officer (cruise captain acting as PF) has accumulated more than
100 hours of flight time on type, these operating restrictions may be waived
if an IP or CP is operating as CM1.
If a first officer (cruise captain acting as PF) has not accumulated 100 hours
of flight time on type, CM1 shall perform takeoff and landing when visibility
is less than 1,200 meters or the intended landing runway is covered with
water, slush or ice.
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5.6 AIRCRAFT OPERATION
5.6.1 Simulation of Emergency Situations
When passengers and cargo are being carried, simulation of emergency

situation is prohibited.
5.6.2 Style of Flying
Flight crewmembers are expected to exhibit a conservative, safe style of

flying at all times. Aircraft controls are to be handled such that control
responses are smooth and continuous.
During departures, turns below an altitude of 400 ft AAL are to be avoided.

Pilots should avoid rapid roll rates and high bank angles when turns are
required. During approaches, good planning is the key to smooth flying.
Use of drag-increasing devices such as speed brakes or landing gear can,
and should, be minimized unless traffic control or weather factors prevent
execution of the planned descent profile. In all cases, however, the CAL
stable approach criteria must be satisfied (refer to Chapter 6). If not, a
missed approach is mandatory.
The goal is to provide passengers with the smoothest possible ride during
all phases of flight, consistent with safety requirements.
5.6.3 Responsibility for Control / PF Duties
The PIC is always responsible for proper control of the aircraft. If another
crewmember is at the controls, the PIC must ensure that the aircraft is
handled safely and smoothly, in accordance with the CAL SAFETY-FIRST
operating policy. If at any time, control response is not appropriate to the
phase of flight, control should be transferred before the situation
deteriorates into a dangerous or unsafe condition.
Captains are encouraged to assign cruise captains and first officers make
takeoffs and landings, conditions permitting. However, the decision as to
whether or not to assign another crewmember to fly is always reserved to
the PIC of each flight. In deciding whether or not to allow another
crewmember to fly, PIC’s should carefully consider their experience level,
prevailing weather and airport conditions, and aircraft condition.
When CM2 is PF during takeoff or landing, the captain should guard the
flight controls and engine thrust controls and be prepared to take control of
the aircraft. This does not mean captains should put pressure on the
controls. Putting pressure on the controls merely causes confusion about
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who is in control of the aircraft. Captains must attempt to give verbal

guidance before providing control assistance. If it becomes necessary to
take control, the captain will clearly state, “I have control.” Until hearing
such callout, the first officer will assume he is in control of the aircraft and
continue to manipulate the flight controls.
If, during an approach to landing, a captain finds it necessary to take control

of the aircraft at an altitude less than 500 ft AAL, he/she will not transfer
control back to the first officer.
5.6.4 Use of Checklists
Flight crewmembers must use normal, abnormal and emergency checklists

to ensure execution of proper procedures during all operations.
All required checklists are provided in the respective AOM. In addition to

defining procedural steps, each such checklist indicates which
crewmember is responsible for executing each item. CM1 indicates that the
pilot in the left seat is responsible for the action; CM2 indicates that the pilot
in the right seat is responsible for the action; CM3 indicates Flight Engineer
responsibility. “B” is used to indicate both pilots are responsible. “All” is
used to indicate both pilots and flight engineers are responsible.
These crew task-sharing concepts (CTS) are designed to balance workload

and give responsibility for action to the crewmember best positioned to
execute the item.
5.6.5 Use of Autopilot / Autothrottles

5.6.5.1 Automation Philosophy
A. Automation is a tool to aid, not to replace the pilot.
B. Computer-based automation systems depend on accurate

programming.
C. Automated systems are generally more reliable than humans during
routine or repetitious activities.
D. At least one flight crewmember must devote full attention to monitoring
duties when automation is engaged.
E. If automation malfunctions, one flight crewmember shall fly the aircraft.
Otherwise, too much attention becomes focused on computer
programming.
F. Crosscheck and verify all programming after initial set-up, during takeoff
and approach briefings, and prior to executing any modification that can
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not be changed.
G. Advise the other pilot of any programming changes or significant mode
changes.
H. If automation appears to be malfunctioning, revert to basic modes or
disconnect it.
I. Use automation to reduce workload, as appropriate to the situation.
J. Use autopilots and autothrottles during bad weather and do not be in a

hurry to disconnect in conditions of low visibility.
K. Unless recommended by the manufacturer, avoid mixed-mode flying
(i.e., autopilot off, autothrottle on) except in special circumstances.
5.6.5.2 Autopilot Control and Monitoring
Autopilot engagement and disengagement shall be accomplished in

accordance with limitations and procedures stated in the respective AOM.
When the autopilot / autothrottles are engaged below 1,000 ft AAL, the PF
should rest his or her hands lightly on the controls in such a manner that the
autopilot or autothrottles can be immediately disconnected in the event of
malfunction.
During flight above 1,000 ft, the primary duty of the PF during autopilot
engagement is to monitor autopilot/autothrottle performance. If it becomes
necessary for the PF to divert his or her attention to other matters such as
an approach briefing or FMC programming, control should first be
transferred to the PNF.
5.6.5.3 Use of Autopilot
An autopilot should be engaged for normal flight conditions above 10,000 ft.
An autopilot must be engaged for all CAT II approaches and autoland is

mandatory if autopilot function is normal for the autoland maneuver.
The autopilot and autothrottles, if functioning normally, shall be engaged for
approaches in IMC anytime the reported ceiling and visibility is less than:
300 ft above DH/MDA; or
1,600 meters (1 mile) above minimum visibility/RVR
For example, if the MDA for a VOR approach is 520 ft (400 ft AAL) and the
minimum visibility is 1,600 meters, the autopilot must be used for the
approach anytime the prevailing ceiling is less than 700 ft or visibility is less
than 3,200 meters (2 miles). The autopilot must remain engaged until
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required visual references are established, at which time the autopilot may
be disconnected.
CM2 may conduct an autoland when flight conditions satisfy cruise captain
/ first officer takeoff and landing criteria.
5.6.5.4 Autopilot Use during Departure
To improve situational awareness and flight management, pilots should

engage the autopilot as soon as practicable if aircraft systems malfunction
or when weather in the vicinity of the departure airport might require
deviation from planned.
5.6.5.5 Autopilot Use during Approach
Pilots should not necessarily disconnect the autopilot when visual

conditions are established on an ILS approach. Plan to conduct an
automatic landing anytime visibility is marginal or when pilots are fatigued.
Use of autoland is recommend if flight time exceeds 8 hours.
5.6.5.6 Abnormal situations
During approach in turbulent or very gusty wind conditions, pilots should

closely monitor autopilot and autothrottle operation. Autothrottles often do
not respond quickly to rapid changes in airspeed. Pilots should carefully
consider the need for manual thrust control and appropriate speed
additives anytime such conditions are encountered.
If a go around is inadvertently activated in IMC with the autopilot engaged

below 1,000 ft AAL, a missed approach is mandatory. In VMC, if the go
around mode is inadvertently activated below 1,000 ft AAL, pilots may
immediately disconnect the autopilot and autothrottle and complete a
manual landing; if the go around mode is activated below 500 ft AAL, a
missed approach is mandatory.
In all cases, if stable approach criteria cannot be met during the approach,
a missed approach shall be immediately executed.
5.6.6 Aerodynamic Braking during Landing
The use of aerodynamic braking techniques during landing increases

landing distance or likelihood of tail strike and is not recommended during
line operations.
5.6.7 Brake Cooling
Due to time lag between high-energy braking events and peak wheel
temperature, aircraft manufacturers include data in AOM which enable
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flight crews to predict maximum wheel temperature, based on aircraft

weight, landing or abort speed, and runway characteristics. Data is also
published to indicate maximum weight limits for quick turn-arounds. This
information can be found in the respective manuals.
It is the responsibility of the PIC of each flight to ensure that aircraft comply
with minimum quick turn-around limits and brake cooling schedules.
In cases of high gross weight, high-brake-energy stops (landing or abort),

required cooling time can be more than one hour. This time can be
considerably shortened by use of cooling fans supplied by station
personnel. Refer to respective AOM for brake cooling procedures. If flight
crews suspect that brake cooling may be required, station personnel should
be notified as soon as possible so that they can arrange for cooling fans.
In some cases, usually involving high speed aborted takeoffs at high gross
weight, the AOM instructs pilots to taxi clear of the runway immediately,
stop the aircraft without setting parking brakes, and stay away from ramp
areas due to risks of tire fire.
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5.7 VISUAL OPERATIONS
Certain visual maneuvers may be conducted without canceling a flight’s

IFR clearance (refer to OPS SPEC):
5.7.1 Visual Approach
A visual approach is conducted on an IFR flight plan and authorizes a pilot

to proceed visually and clear of clouds to the airport. Pilots are responsible
for traffic separation as well as terrain and obstacle clearance if a visual
approach clearance is accepted. The requirements for a visual approach
are as follows:
A. The flight is controlled by an ATC facility;
B. Reported airport weather is VMC;
C. The flight can and does remain clear of clouds.
D. The flight crew has visual contact with the airport and can maintain that
contact throughout the maneuver; or has visual contact with the ground
and the preceding aircraft to be followed;
E. If there is an aircraft to be followed, the flight crew accepts responsibility
for wake turbulence and safe landing separation from that aircraft. If the
flight crew does not have visual contact with the preceding aircraft, ATC
may still clear the flight for visual approach but ATC retains responsibility
for both aircraft and wake turbulence separation.
F. A visual approach is not an IAP and therefore has no missed approach
segment. If a go around is necessary for any reason, aircraft operating
to controlled airports will be issued an appropriate advisory / clearance /
instruction by the tower.
5.7.2 Charted Visual Flight Procedures
Some airports (e.g., SFO) publish charted visual approach procedures

(CVFP) which permit a higher volume of air traffic during good weather
conditions. Pilots may accept clearance for a CVFP, provided:
A. The flight remains in a radar environment and the airport has an
operating control tower;
B. The flight remains clear of cloud, and operates in accordance with the
published CVFP procedures and minima;
C. If there is an aircraft to be followed, the flight crew accepts responsibility
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for wake turbulence and safe landing separation from the aircraft. If the
crew does not have visual contact with the preceding aircraft, ATC may
still clear the CVFP but retains responsibility for both aircraft and wake
turbulence separation.
5.7.3 Sidestep Maneuver
A visual maneuver accomplished by a pilot at the completion of an

instrument approach to permit a straight-in landing on a parallel runway not
more than 1,200 feet to either side of the runway to which the instrument
approach was conducted.
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5.8 LOW VISIBILITY OPERATIONS (LVO)
5.8.1 General
Low visibility operating policies are established in accordance with

applicable provisions of the CAA OPS SPEC, and relevant CAA
regulations.
The following weather conditions define Low Visibility Operations:

A. Takeoff with less than RVR 500m or 1/4 mile.
B. Landing with less than CAT I minimum.
5.8.2 Definitions
CAT I A precision instrument approach to a DA of not less than 200

ft and a reported visibility of not less than 1/2 SM (800 m /
2,400 ft.). If RVR is available, Category C aircraft may use
RVR 550 m (1,800 ft); Category D aircraft may use RVR 600
m (2,000 ft).
CAT II A precision instrument approach and landing to a DH of less

than 200 ft but not less than 100 ft and an RVR of not less
than 350 m (1,200 ft).
Critical Area An airport area in the vicinity of the landing runway which
must remain clear of taxiing aircraft and vehicles in order to
ensure stable ILS operation to CAT II minima. Pilots must be
cleared for a CAT II approach to ensure protection of critical
areas.
DA Decision Altitude -- the minimum altitude for CAT I ILS, at

which a missed approach must be executed if the required
visual references to the runway environment have not been
established. DA is based on barometric altimeter indications
above MSL.
DH Decision Height -- a minimum height above the runway

touchdown zone (TDZ), at which a missed approach must be
executed if the required visual references have not been
established. DH is based on radio altimeter indications.
For CAT II operations, DH must not be less than the highest

of the following (ICAO):
a. The minimum DH specified in the AFM (minimum autopilot
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engaged altitude affects this limit);
b. The OCH/OCA for the category of airplane;
c. The minimum height to which the precision approach aid

can be used without required visual reference;
d. The DH to which a flight crew is qualified to operate;
e. Not less than 100 ft.
FAP/FAF Final approach point -- (ICAO) the point at which the

intermediate altitude intercepts the ILS glide slope. In the US,
this point is called the final approach fix (FAF).
OCA/OCH The minimum altitude or height above TDZ, below which the
prescribed clearance from obstacles on approach or missed
approach cannot be maintained.
Required Visual Reference (CAT II) --
Approach may not be continued below DH unless visual

references containing at least 3 consecutive lights from:
a. The centerline of the approach lights, or
b. The touchdown zone lights, or
c. The runway centerline lights, or
d. A combination of these is acquired and can be maintained.
RVR Runway visual range -- based on readings from

transmissometers located at specific points near the runway.
RVR is normally reported as touchdown, mid, and rollout and
may be stated in meters or feet.
TCH Threshold Crossing Height is the height at which the ILS

glideslope crosses the runway threshold, expressed in ft. A
minimum TCH is specified for each type aircraft to ensure
adequate fuselage clearance.
TDZ For LVO, the first 3,000 ft beyond the threshold of the landing
runway. TDZ elevation is expressed as an MSL altitude.
5.8.3 CAT II Authorization and Minima
CAA and FAA have authorized CAL to conduct Category II operations with
Boeing 747-400, MD-11, and Airbus 300-600R aircraft to the following ILS
straight-in landing minima:
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Autopilot coupled approach to DH terminating in an automatic landing:
RVR - not less than 350 meters (1,200 ft)
DH - not less than 100 ft.
On the 747-400, autopilot coupled approach to DH with manual landing:
RVR - not less than 500 meters (1,600 ft)
DH - not less than 150 ft.
Category II approach and landings are allowed only if all the following
conditions exist:
A. Runway is authorized for CAT II approach and landings (see CAA OPS
SPEC.); and
B. All required approach lighting, runway lighting, and RVR reports are
available (see Operating Limitations below); and
C. Approach and landing are accomplished within the operating limitations
set forth herein; and
D. CM1 and CM2 have been trained for CAT II operations and are currently
qualified (see Pilot Qualification for CAT II Operations below); and
E. CM1 will be PF; CM2 will be PNF for all CAT II approaches; and
F. Aircraft status suitable for CAT II landings (see Required Airborne

Equipment in AOM).
5.8.4 Pilot Qualification for CAT II Operations

5.8.4.1 CAT II Training and Qualification
Prior to conducting CAT II approaches, CM1 and CM2 must have

completed all required ground and simulator training in accordance with the
CAL Training Manual.
To maintain CAT II qualification, each pilot must satisfactorily complete

recurrent CAT II proficiency training, as set forth in the Training Manual.
No PIC may conduct actual CAT II operations until they have accumulated
at least 300 hours as PIC on turbojet aircraft and 100 hours as PIC on type
with CAL.
Cruise Captains and First Officers may serve as CM2 during CAT II
operations immediately after completing required CAT II ground school and
simulator training.
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5.8.4.2 CAT II Recency Experience
Each PIC must satisfy the following recency experience requirements prior
to conducting CAT II operations:
A. Within the preceding 12 months, conduct at least 8 CAT II approaches,
in actual or simulated CAT II conditions. Two of these landings must be
during line operations.
B. Within the preceding 6 months, conduct at least two actual or simulated
CAT II approaches to an automatic landing.
C. There are no recency experience requirements for First Officers.
D. Each pilot must maintain a log of his/her CAT II experience and

proficiency checks. The PIC is responsible for verifying the current
status of each operating pilot prior to conducting CAT II approaches.
The current CAT II status of the flight crew shall be indicated on the
dispatch release prior to each flight.
E. For actual CAT II approaches, the CM1 and CM2 positions shall be
occupied by flight crewmembers who are trained specifically for that CM
position.
5.8.5 Practice Category II Approaches and Automatic Landings
Coupled approaches utilizing CAT II procedures in weather condition at or

above CAT I minima qualify as practice CAT II approaches.
Warning: Unprotected ILS approaches may not provide the same accuracy
as CAT II installations. If the PIC deems approach performance
to be unsatisfactory at any time during the approach, landing, or
rollout, the autopilot should be disengaged and the aircraft
should be controlled manually.
First officers may practice autoland maneuvers as PF when the conditions

are equal to or better than first officer landing minimums.
Autoland maneuvers are authorized only on runways that are suitable for
autoland.
The PIC shall record the results of each autoland in the TLB.
5.8.6 Aircraft Condition

5.8.6.1 Equipment Required
Refer to the respective AOM, Low Visibility Procedures, for equipment and
instrument requirements for CAT II operations. See also the MEL for each
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aircraft.
5.8.6.2 Aircraft Approach / Landing Status
Each aircraft must complete required periodic maintenance tests, satisfy

MEL requirements, and must complete a satisfactory demonstration of
autoland capability at least once every 28 days.
The current autoland status of each aircraft is indicated by cockpit placard

on the instrument panel in front of the CM1 pilot station. The expiration date
of autoland authority is reported in theTLB.
Prior to each flight, the PIC shall check the CAT placard status on the
Captain’s instrument panel and review the aircraft TLB and Deferred
Defects Summary for open maintenance discrepancies. If a discrepancy is
discovered that could affect the approach category of the aircraft,
Maintenance shall be notified in order to verify the status of the aircraft prior
to conducting CAT II operations.
In-flight malfunctions associated with CAT II systems shall be reported in

the TLB after landing. The results of automatic landings shall also be
reported in the CAT II/III AUTO APPROACH / AUTOLAND Report.
By signing the TLB, accepting the aircraft, the PIC indicates awareness of
current autoland status. If a PIC sees that an autoland demonstration is due
within the next 7 days and is flying to an airport approved for automatic
landings, an autoland shall be made and the results reported at the
conclusion of that flight. If, for any reason, this cannot be accomplished, the
reason shall be entered in theTLB.
5.8.7 Takeoff Limitations
Full rated takeoff thrust, including Derated Thrust settings without assumed
temperature, shall be used for all takeoffs when the RVR is less than 500
meters.
CM1 shall be PF when reported RVR is less than 500 m takeoff minimum.
5.8.8 Approach Limitations

5.8.8.1 Operation Specifications Limits
CAA OPS SPEC impose special limitations on low-visibility approaches

and landings. An ILS approach shall not be started in any Category D
turbojet when the touchdown zone RVR of the landing runway is less than
600 meters (2,000 ft) or RVR 550 meters (1,800 ft) for all other aircraft,
unless:
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A. The crosswind component on the landing runway is 10 knots or less with

all engines operating (see respective AOM for engine inoperative CAT II
and autoland wind limitations).
B. The following elements of the ground navigation system are functioning
normally for CAT II approaches and landings:
(1). All components of the ILS, except that a precision radar fix,
compass locator, or DME fix may be substituted for an outer
marker;
(2). HIRL;
(3). Standard approach light system.
(4). Touchdown zone lights and runway centerline lighting.

C. For Category II operations, the transmissometers set forth below under
RVR Measurement are required.
D. 15% additional runway length must be available over the dry runway
landing field length required by AFM performance limitations (refer to
Runway Requirements below).
E. Glideslope angle must be between 2.5° and 3.25°. Autoland is
prohibited on any runway where the TCH does not meet the minimum
TCH set forth in the respective AOM.
5.8.9 Approach Bans

5.8.9.1 Prior to the FAP/FAF
If reported RVR falls below minimums after the aircraft has left the holding
area, the pilot may continue approach until reaching the FAP/FAF. The
approach must be discontinued at the FAP/FAF if reported RVR is still
below the applicable minimum.
Reported RVR at the FAP/FAF governs reversions to higher minima in the

event of instrument or equipment failures after passing the FAP/FAF. Refer
to the respective AOM for reversion procedures.
5.8.9.2 After passing the FAP/FAF
If, after passing the FAP/FAF, reported RVR is below minimums, the
approach may be continued to DH. If, at DH, required visual references are
established, the approach may be continued to landing; if not, a Go-Around
must be initiated (see NOTE). The pilot must ensure that the aircraft will
touch down within the TDZ.
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5.8.9.3 Below DH
If the aircraft is below DH when RVR is reported below minimum, the

approach and landing may be continued as long as required visual
reference can be maintained. The pilot must ensure that the aircraft will
touch down in the TDZ.
NOTE: RVR information received after passing the FAP/FAF is for

information only (subsequent RVR deterioration, after passing the
FAP/FAF, does not mean an immediate Go-Around; the approach
may be continued to DH where an assessment of visual
references may be made). It is prohibited to continue descent
below DH without adequate visual reference.
5.8.10 Use of Automatic Systems

5.8.10.1 Autopilot
A CAT II approach shall be conducted with available autopilot(s) engaged

throughout the approach, landing, and rollout.
Autopilots shall be engaged prior to localizer interception and the airplane

shall be fully configured for landing not later than 1,000 ft above TDZ. Refer
to the respective AOM for recommended CAT II approach techniques.
5.8.10.2 Autothrottle
If available, Autothrottles shall be used. (Refer to the respective AOM).

5.8.10.3 Autobrake
Autobrakes, if available, shall be used. CAT II approaches are not

permitted when braking action is reported to be “poor”. Select autobrake
settings according to runway length, condition, and aircraft performance
requirements (see respective AOM for minimum autobrake settings).
5.8.11 Missed Approach
A CAT II approach shall be discontinued at 100 ft above TDZ if the pilot has
not established required visual references.
A CAT II approach shall also be discontinued at any point if the pilot

determines a landing cannot be safely accomplished within the TDZ.
5.8.12 Ground Equipment Required for CAT II Approaches
The following ground equipment are required for CAT II Approaches:

A. All components of the ILS (except a precision radar fix, compass, locator,
or DME fix may be used in lieu of an outer marker);
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B. Normally 2 RVR transmissometers are required FOR CAT II (see RVR

Measurement below);
C. Approach Light System and, in the U.S., sequenced flashing lights;
D. Runway centerline lights/precision runway markings;
E. Touchdown zone lights (TDZ light),
F. High Intensity Runway Edge Light (HIRL),
G. All Weather Operations Runway Markings
5.8.13 Runway Requirements
Automatic landings following a coupled approach normally result in a

“scatter” pattern of touchdown points. For this reason, 15% additional
runway must be available, over and above dry-surface effective runway
length requirements (refer to OPS SPEC and AOM).
5.8.14 RVR Measurement and Required Visual Reference
The following table sets forth the required RVR readings for LVO under
various visibility conditions. “Controlling” means that the RVR at that point
must be equal to or better than the minimum RVR approved for the
approach.
Location of CAT II
Transmissometer
RVR below 2000’ RVR below 1600’

(600m) to 1600’ (500m) to 1200’
(500m) (350m)
TOUCHDOWN Controlling Controlling

Required Required
MID Advisory if Advisory if

Installed Installed *
ROLLOUT Advisory if Controlling

Installed Required
*The MID RVR reading, if available, may be substituted for an inoperative

ROLLOUT transmissometer.
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5.8.15 Company Limitations

5.8.15.1 PF Duties
CM1 must act as PF during all LVO takeoffs and landings. CM1 must
assume the duties of PF prior to crossing the FAP/FAF. CM1 will monitor
instrument indications until hearing the call “approaching minimums,” at
which time attention will be focussed outside the cockpit, looking for
required visual references. Upon hearing the call “minimums” and without
further reference to flight instruments, CM1 shall decide immediately
whether to “continue” or “go around.”
CM2 must continuously monitor instruments and status annunciations

throughout CAT II approaches. This is particularly important during
operation below DH, during flare, and rollout. Do not look outside the
cockpit upon reaching DH.
5.8.15.2 Rejected Takeoff
RTO mode or maximum manual braking should be used. The runway

centerline color coded lights alternating red and white will indicating less
than 900 meters of runway remaining and all red centerline lights indicating
less than 300 meters of runway remaining.
5.8.15.3 Turbulence
CAT II approaches are not permitted in stronger than moderate turbulence.

5.8.15.4 Approach Briefing
The approach briefing should include a review of CAT II procedures,

including minima and altimeter set up, callouts, approach lighting, runway
lighting, autobrake setting and planned runway turnoff, “low visibility” taxi
procedures, if applicable, and possible responses to abnormal indications
or system operation during approach (refer to the respective AOM).
5.8.15.5 Altimeter Bugs
Barometric altimeter bugs will normally be set to CAT I DA during CAT II

approaches unless a DA is used to define the CAT II minimum. This
facilitates reversion to CAT I minima, if required. Set radio altimeter bugs to
DH for CAT II approaches; do not set RA bugs for CAT I approaches.
5.8.15.6 Autoland
CAT II approaches will normally terminate in an autoland. However, if

autoland capability is lost during the approach, only the 744 may revert to
higher minima (DH 150 ft/RVR 500 meters)for a manual landing. If autopilot
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performance is abnormal below DH, a manual landing may be

accomplished if touchdown can be safely affected within the TDZ.
5.8.16 CAT II Abnormal Conditions
The first duty of operating pilots during any LVO approach is to monitor
approach performance and the operating status of the airplane. At low
altitudes, it is particularly important that attention not be diverted from these
primary duties.
Above 1,000 ft TDZ:
It is permissible to carry out corrective actions for abnormal indications and

system failures when above 1,000 ft TDZ. All such corrective actions must,
however, be completed prior to reaching 1,000 ft TDZ.
Reversions to higher approach minima are permitted only above 1,000 ft.
Below 1,000 ft TDZ:
Pilot must concentrate on approach performance and acquisition of

required visual references. If a malfunction occurs during this phase of the
approach, no corrective action may be taken. If in IMC, either continue the
approach to automatic landing if autopilot operation is normal, or execute a
missed approach.
Refer to Low Visibility Operation in each AOM for pilot responses to specific
abnormal conditions and system malfunctions.
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5.9 ADVERSE WEATHER OPERATIONS
5.9.1 Cold Weather Operations
Cold weather operations shall be conducted in adherence with CAL "Cold

Weather Operations" procedures and within all limitations necessary for
conducting safe flights. For details, refer to supplementary procedures of
the respective AOM.
5.9.1.1 Equipment Limitations
Aircraft anti-icing and de-icing systems are not intended to permit extended
operation in other than light icing conditions. No flight may be cleared or
intentionally operated in adverse icing conditions based solely on this
equipment (refer to Moderate and Severe conditions below under Icing
Forecasts)
5.9.1.2 Icing Forecasts
Forecast icing conditions may be found in SIGMETs, PIREPs, or in the

icing and freezing level prognostic charts. Pilots must be aware, however,
that icing conditions may be encountered even when not forecast.
A. Trace. An ice accumulation of no consequence, which does not affect
the performance of the airplane in flight. The existence of such
conditions should be reported to ATC.
B. Light. The rate of accumulation may create a problem if flight is
prolonged in this environment. Occasional use of deicing/anti-icing
equipment removes/prevents accumulation. It does not present a
problem if the deicing/anti-icing equipment is used.
C. Moderate. Icing conditions which can normally be handled by aircraft
anti-ice or de-ice systems, but which should be considered a reminder to
pilots that it is time to alter the flight path so as to avoid unwanted ice
buildups.
D. Severe. Adverse icing condition which de-icing or anti-icing systems
cannot safely handle. Pilots must change altitude or course or both, as
necessary to avoid such conditions. Continuing flight under these
conditions will render the aircraft unairworthy.
5.9.1.3 Operations Permitted in Icing Conditions
Flights may operate in icing under the following conditions:

A. When light freezing rain, light or moderate freezing drizzle, or light,
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moderate or heavy snow is falling, takeoff is authorized provided the

aircraft has been properly de-iced prior to departure in accordance with
procedures set forth in the respective AOM. The RAM must be
consulted for relevant performance calculations.
B. When an adverse icing condition enroute is reported or suspected,
provided the PIC and Dispatcher carefully analyze the situation and load
sufficient fuel to enable the flight to use appropriate alternate routings in
the interest of flight safety.
C. Flights may land when light freezing rain, light or moderate freezing
drizzle, or light, moderate or heavy snow if falling, provided runway
condition and braking action reports are acceptable (refer to Runway
Condition in this Chapter).
5.9.1.4 Operations Not Permitted in Icing Conditions
Flights may not operate under the following conditions:

A. When, in the judgment of the PIC or the Dispatcher, icing conditions are
expected or met which might adversely affect flight safety.
B. When moderate or heavy freezing rain, or heavy freezing drizzle is
falling at the airport.
5.9.1.5 De-icing / Anti-icing
Refer to Cold Weather Operation/De-icing and Anti-Icing in the respective

AOM for aircraft de-icing and anti-icing procedures.
A. General
The problems associated with cold weather operation relate primarily to

low temperatures and ice and snow on the aircraft, ramps, taxiways and
runways. The most effective counter measures to such cold weather
problems are careful inspections for signs of ice, followed by application
of de-icing and/or anti-ice fluids.
Generally, de-/anti-icing is to be performed at the last possible time prior

to taxi to takeoff position. If, however, an earlier de-/anti-icing is
performed in the line of an established sequence, this may be performed
provided due consideration is taken in regard to the duration of holdover
times under prevailing meteorological conditions.
Warning: Do not use HF system while the aircraft is being de/anti-
iced to prevent injury of de/anti-icing personnel. Flaps
should be retracted to prevent grease (oil) being washed off
flap-tracks and jackscrews. Turn Landing, Runway Turnoff
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and Taxi Lights off so not to blind the de-icing crew.

B. Responsibility
The PIC or Maintenance representative may determine that aircraft de-

/anti-icing is required. The final decision to require de-icing is to be made
by the PIC.
The maintenance supervisor may secure a slot time for the deicing /
anti-icing of the aircraft prior to the PIC’s arrival. It will then be the PIC's
responsibility to notify maintenance as to when to commence deicing
and anti-icing.
Where it is obvious that an aircraft needs to be de-iced only, the

maintenance supervisor at the station may use his/her initiative and
have the aircraft de-iced prior to the PIC reporting to the aircraft. The
aircraft should not be anti-iced prior to the PIC’s arrival at the aircraft. If
possible, the maintenance supervisor should attempt to notify the PIC
prior to dispatch of the flight to allow consideration of the need for
additional fuel allowances.
The Maintenance representative or his/her deputy is responsible for the

correct and complete accomplishment of de-/anti-icing of the aircraft.
The PIC is responsible for inspecting the aircraft for proper de-icing prior
to takeoff, but may delegate the inspection to other members of the flight
crew.
After de/anti-icing, the following shall be entered into the TLB:
1. Type of fluid used and mixture ratio.
2. Time(UTC) of first application of the anti-icing fluid
3. Holdover time.
Warning: In any case of doubt regarding the condition of aircraft
exterior surfaces, the PIC must conduct a visual inspection
and either return to the ramp or de-ice the aircraft prior to
takeoff.
Since de-icing fluids will degrade dry wing lift characteristics, the
assumed temperature method shall not be used after de-ice fluids have
been applied. It is permissible, and sometimes desirable, to use the
Derate Thrust Method, which will reduce VMCG and may increase
allowable takeoff weight.
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5.9.1.6 Securing in Cold Weather
Refer to Cold Weather Operations in the respective AOM.
If remaining overnight at offline stations or at airports where normal support

is not available, the PIC is responsible to ensure the aircraft is properly
secured in accordance with cold weather operation procedures in the
respective AOM.
5.9.2 Hot Weather Operation
Refer to supplementary procedures in the respective AOM.
5.9.3 Turbulence
Refer to Severe Turbulence procedures in respective AOM for procedures

in the event of unexpected encounter with severe turbulence.
Intentional flight through conditions of severe turbulence shall be avoided.

Refer to supplementary procedures of the respective AOM.
For PA announcements - refer to Chapter 8 of this manual.

5.9.3.1 Turbulence Duration
A. Occasional - less than 1/3 of the time.
B. Intermittent - between 1/3 and 2/3 of the time.
C. Continuous - more than 2/3 of the time.
5.9.3.2 Turbulence Classification / Crew Actions
Turbulence shall be classified and reported as follows. Crew actions in the

event of turbulence should be as indicated.
Dispatchers and pilots should use the codes 1-5 when reporting turbulence
via ACARS; e.g.,” Level 4 turb.”
Condition / Code A/C Response Cabin Situation Crew Actions
Light Chop 1 No significant Occupants may Flight Crew: Seat

change in attitude feel strain against belt On for light
or altitude. seat belt; liquids turbulence.
shake but do not Cabin Crew:
splash out of Turbulence
containers. announcement.
Check passenger
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seat belts fastened.

Secure unattended
carts on lock downs;
secure loose galley
equipment.
Continue service
with caution.
Light Turbulence 2 Slight changes in Walking can be
attitude or altitude difficult; liquids
of short duration. shake but do not
splash out of
containers.
Moderate Chop 3 Rapid bumps or Occupants feel Flight Crew: Seat
jolts, but no definite strain belt sign ON. PA
significant change against seat belt. instructing
in attitude or Loose objects passengers and
altitude. move about; liquid cabin crew to be
splashes from seated.
cups. Very difficult Cabin Crew:
to walk. Turbulence
announcement.
Stop service. Set
cart brakes in
present position.
Cover coffee pots
and secure bottles.
Sit down in nearest
vacant seat.
Moderate Turbulence 4 Changes in
airspeed, attitude
or altitude occur,
but control is
normal.
Severe Turbulence 5 Large, abrupt Occupants forced Flight Crew: Seat
Intentional flight changes in against seat belts. belt ON. PA
prohibited. airspeed, attitude Loose objects instructing
or altitude occur. tossed about cabin passengers and
Airplane may be or lifted from floor. cabin crew to be
briefly out of Walking is seated. Inspect
control. TLB write impossible without cabin damage after
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up required. holding on to turbulence.

something. Cabin Crew:
Discontinue service.
Sit down and hold
on. Make PA, if flight
crew does not.
Extreme Turbulence 6 Airplane tossed
Intentional flight violently about;
prohibited. control is
practically
impossible. May
cause structural
damage. TLB
write-up required.
5.9.3.3 Cabin Notification in Turbulence
Cabin crew and passengers should be provided with as much warning of

turbulence as feasible.
If the CFP indicates vertical windshear of 5 or more, cabin crews should be

briefed prior to flight and given an estimate of the time and likely duration of
the encounter.
When approaching areas of known or suspected turbulence, the Fasten

Seat Belt Sign shall be turned on and a PA announcement shall be made
by the cabin crew. The cabin crew should be informed of expected intensity,
duration, and time of when turbulence is likely to commence.
Cycle the Fasten Seat Belt sign twice to warn cabin of impending
moderate chop or turbulence. A PA announcement should be made,
advising cabin crew to discontinue service and be seated if greater than
light turbulence is expected.
5.9.3.4 Reporting Requirements
Encounters with moderate or greater turbulence should always be reported

to ATC. A notification should be sent to Dispatch or other CAL flights.
A TLB entry must be made anytime severe or extreme turbulence is

encountered, or in the case of passenger injury or aircraft damage.
5.9.4 Thunderstorms
Flights shall be planned to avoid known severe thunderstorm areas.

Weather radar shall be used as a tool to avoid, not to penetrate
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thunderstorm areas.
5.9.4.1 Terminal Area Storm Avoidance
If thunderstorm or lightning activity exists in the terminal area such that

recommended cell clearance cannot be maintained, the PIC will consider
the following in choosing a course of action:
A. Takeoffs, approaches, and landings into thunderstorm is dangerous and
therefore should be avoided.
B. Detouring the area or landing at an alternate airport if necessary to avoid
severe thunderstorms.
C. Holding at the gate, or delaying takeoff if not yet airborne, until the
activity lessens and the PIC determines a safe departure can be made.
Such delays or deviations are desirable, even though the flight must be
refueled. The PIC, in making these judgments, will give full consideration to
the CAL SAFETY-FIRST Operating Policy in this Chapter.
5.9.4.2 Enroute Avoidance
Early detours around storms are recommended. Plan an avoidance path as

soon as possible for all weather echoes which indicate large storms.
Detours - When deviating around storms, consider wind direction. When

operating at altitudes above the freezing level, at least a 10-mile lateral
separation should be maintained on the up-wind side; on the downwind
side, separation should be increased to 20 miles, if feasible.
Overflight - When overflying thunderstorms, cloud tops should be cleared

by at least 5,000 ft. Use extreme caution in overflying building storms,
especially when they exhibit a domed top or if radar images show sharp
edges. These storms can grow more than 6,000 ft per minute.
5.9.5 Windshear
Windshear is one of the most hazardous of flight conditions. AVOIDANCE

is a prudent policy.
Corrective actions, in the event of an unexpected encounter with low level

windshear, are published in the supplemental procedures of the respective
AOM.
5.9.5.1 Definitions
Severe Windshear - Rapid changes in wind direction of speed which result

in airspeed changes greater than 15 knots or vertical velocity changes of
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more than 500 fpm.
Windshear Alert - Term used by ATC to indicate that a serious windshear

condition has been detected.
Microburst - A small convective downburst where the sum of the peak

headwind and tailwind component changes is 30 knots or more.
Microbursts have a hazard area of 2.5 miles or less in diameter and
duration of 10 to 15 minutes.
Warning: Microbursts produce extremely hazardous flight conditions for
short periods of time and are to be avoided at all times.
5.9.5.2 Windshear Policy
No takeoff or approach may be conducted into reported microburst

conditions.
Takeoff or approach may be conducted when windshear is reported to be

less than 15 kts. Consideration should be given to adjusting approach and
departure speeds, using reduced flap settings (when authorized), and
manual thrust on approach. Full thrust shall be used for takeoff anytime
windshear is forecast.
5.9.6 Operation in Areas of Volcanic Ash Clouds
CAL flights will not be planned into areas of known/reported volcanic

activity.
Weather radar is not suited to detecting volcanic ash.
Refer to abnormal procedures of the respective AOM/QRH for operation

when encountering unexpected volcanic ash.
5.9.7 Typhoon
Refer to Chapter 4 for dispatch policy. Refer to Wind Limitations in this

Chapter and the respective AOM for operating limits.
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5.10 ATC CLEARANCE
Refer to the ATC section of the Jeppesen Manual for ATC clearance and
compliance procedures under US and ICAO rules.
5.10.1 Recording the Clearance
In general, all ATC clearances should be recorded by both CM1 and CM2.
The PIC is responsible for any major amendments to be recorded on the
Master flight plan.
It is acceptable to check off each element of the clearance on the route

portion of the CFP when the cleared route matches the filed route.
Changes should, however, be noted in writing on the CFP.
5.10.2 Accepting the Clearance
Only those ATC clearances which are clearly understood by both pilots
may be accepted. In any case of doubt, clarification must be requested.
“Cleared as filed” clearances may be accepted when the captain has, in his
or her possession, the CFP and has personally confirmed that the flight
plan filed by Dispatch matches that included in the CFP.
“Cleared as filed” covers only the route of flight and does not include
approval of enroute altitudes requested. Flight crewmembers must always
obtain an altitude clearance in the initial clearance.
5.10.3 Departure/Arrival Clearance
Departure clearance: CM2 will alert CM1 prior to requesting ATC clearance
and CM1 will listen to and verify the issued clearance. Clearance should be
acknowledged with a read back unless otherwise required by ATC.
Arrival clearance: Both CM1 and CM2 should verify that the ATC clearance
issued is understood and recorded on the master flight plan.
5.10.4 Compliance with ATC Clearances
Flight crewmembers shall execute all ATC clearances as soon as

practicable. In some cases, clearances will include instructions such as
“immediately” or “expedite.” In those cases, flight crewmembers shall
comply with the clearance as soon as practicable to avoid possible traffic
conflicts.
5.10.5 Climb and Descent Clearances
Unless ATC has included the phrase, “at pilot’s discretion” or has imposed
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a specific climb or descent restriction, altitude changes should be

accomplished as follows:
A. Initiate climb or descent promptly upon receipt of the new altitude
clearance.
B. Climb or descend at optimum rate (normally, FMC programmed rate)
until 1,000 ft above or below assigned altitude, and then at a rate of
between 500 and 1,500 fpm. If unable to climb at least 500 fpm, ATC
must be advised.
5.10.6 Speed and Heading Clearances

A. Speed - Comply with all ATC-assigned speeds, particularly in terminal
areas unless the assigned speed is less that the minimum or maximum
safe speed. Request a speed change when necessary before actually
changing speed.
Flights shall be operated at the speeds filed in the ATC flight plan unless
ATC is notified of the speed change and clearance is received.
Compliance means assigned speed is maintained within plus or minus

10 kts.
B. Heading - Maintain assigned headings until otherwise cleared by ATC.
When necessary to deviate around weather, give ATC as much notice

as possible of the need to change headings. Refer to Enroute Section of
Jeppesen Manual for “Weather Deviation Procedures”
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5.11 ALTIMETRY
5.11.1 Altimeter Setting Policy
Altimeter setting procedures are found in the Jeppesen Manual under ICAO
rules of the Air and Air Traffic Services (DOC 4444) and under U.S. Air
Traffic Control procedures, Safety of Flight section.
In applicable part, the CAA/ICAO/FAA/JAA require enroute flights to

maintain the vertical position of the aircraft according to the following rules:
A. Use flight levels at or above the lowest usable flight level; or
B. Use altitudes below the lowest usable flight level.
For flights operating in the vicinity of an airport, vertical position must be

expressed in terms of altitudes at or below the transition altitude and as
flight levels when at or above the transition level. When passing through the
transition layer (between the transition altitude and transition level), vertical
position must be expressed in terms of flight levels when climbing or
altitudes when descending.
In the US, compliance with the policy is simple since the transition altitude
and transition level are always the same (18,000 ft). FAR 91.121 requires
that altimeters be set to QNH when operating below the transition level and
to the standard setting (29.92 in. Hg) when above the transition level.
For operations outside the U.S., ICAO altimeter setting rules stated below
shall be followed:
For flights in the vicinity of aerodromes, the vertical position of aircraft shall
be expressed in terms of altitudes at or below the transition altitude and in
terms of flight levels at or above the transition level.
Flights departing airports with low transition altitudes (5,000 ft or less) may
set standard altimeter setting when cleared to a flight level, but must set
standard no later than passing the transition altitude. Descending flights
may, but are not required to, set altimeters to QNH after they have been
cleared below the transition level. QNH shall not be set later than transition
level.
5.11.2 RVSM Operations
CAA has authorized the B737-800, MD-11, B747-200 and B747-400 fleets
to conduct RVSM operation in RVSM airspace.
Refer to RIM, for detailed RVSM Procedures.
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5.11.3 Altimeter Error for Operations in Extremely Cold Temperatures
Refer to AOM for specific instructions regarding altitude corrections in

extreme temperatures.
Refer to Jeppesen Manual, ATC Section, for altitude corrections when

operating in extremely cold temperatures with non-temperature corrected
altimeters.
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5.12 LONG-RANGE NAVIGATION
5.12.1 Preflight Preparation
The PIC is responsible for ensuring that all navigation systems are properly
programmed and that the aircraft is in compliance with the MEL prior to
conducting long-range flights.
5.12.2 Required Navigation Equipment
The following equipment must be operative for flights conducted under

RNP or RVSM conditions:
A. RNP: B747-400, B747-200 and MD-11 aircraft are authorized to conduct
RNP-10 operations in the Pacific relying on Long Range Navigation
equipment (e.g. INS, IRU, GPS). The IRU RNP-10 time limit for B747-
400 and MD-11 is 12 hours. The INS RNP-10 time limit for B747-200 is
6.2 hours in NAV mode; 5.9 hours based on DME/DME updating; or 5.7
hours based on VOR/DME updating. There is no RNP-10 time limit for
aircraft with GPS operative. B747-400, B747-200 and MD-11 aircraft are
authorized RNP-5 operations in ECAC airspace and Middle East
BRNAV airspace. If any required equipment malfunctions, notify ATC
and arrange alternative routing which does not require the
malfunctioning equipment.
B. RVSM: RVSM standards, where authorized, reduce vertical separation
above FL 290 from 2,000 ft to 1,000 ft. RVSM operations must be
approved for each airline and each aircraft and require very accurate
altitude measurement equipment. At least two primary altitude
measurement systems (altimeters and air data computers, not including
standby altimeters), one altitude alert system, one altitude reporting
transponder, and one autopilot with altitude hold capability must be
continuously operational during operations in RVSM airspace. The flight
plan for RVSM operations should include the aircraft designator “W” in
ICAO flight plan block number 10.
5.12.3 Aircraft Condition
Review TLB and Deferred Defect summaries to ensure all required

equipment is operational. Carefully inspect all external pitot static sources
during preflight walk-around. Verify that primary altimeters are within
specified tolerances (to both Airport Elevation and Instrument) prior to
takeoff. For altimeter difference tolerance, refer to supplementary
procedures of the respective AOM.
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5.12.4 Verification of Performance Data
Refer to the respective AOM and Flight Planning & Performance Manual.
5.12.5 FMS/PMS/INS Initialization and Crosscheck
Refer to the respective AOM.
5.12.6 Enroute Navigation Procedures
For enroute navigation procedure, refer to the respective AOM.

5.12.6.1 Gateway Check (747-200)
It is the responsibility of the PIC to conduct an accuracy check prior to

entering or leaving oceanic airspace. This check shall be conducted in
accordance with procedures set forth in the respective AOM.
If a position error is noted, the reason shall be determined and the position
shall be corrected, if possible. Sometimes such errors are the result of
position updating based on signals from an unreliable ground station. The
procedures for purging updates or updating position can be found in the
respective AOM.
5.12.6.2 Approaching a Waypoint
Approximately five minutes prior to each waypoint, the PNF shall conduct
the following actions:
A. Verify that the next succeeding waypoint name or coordinates on the
LEGS page agree with the Master CFP.
B. Verify that the leg distance and track shown on the LEGS page match
the Master CFP.
C. Verify the estimate for the next compulsory reporting point on the
FMC/INS/PMS, comparing it to the CFP estimate. Reported ETA must
remain within allowable tolerances.
5.12.6.3 Over a Waypoint
A. PNF shall record UTC time, flight level, and winds and temperature on
the Master CFP.
Record the fuel remaining. On aircrafts where calculated and totalizer fuel
amounts is available, record the lower value.
5.12.6.4 After Passing a Waypoint
Confirm that aircraft is established on track to the next waypoint; notice

differences between CFP heading and actual heading.
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Transmit appropriate position report.
Conduct periodic checks of aircraft systems, including fuel system, rudder

trim, air conditioning systems, hydraulic systems, oxygen, and engine
indications.
5.12.6.5 Re-route Procedures

5.12.6.6 Deviation from Track
In case it becomes necessary to deviate from the ATC clearance, attempt

to obtain clearance prior to initiating any action. If deviating for any reason
prior to receiving ATC clearance, the crew must broadcast their intentions
using the approved radio terminology of “Mayday” or “Pan”, as appropriate.
Failure to follow this procedure may result in a violation being filed. For
weather deviation, follow the “Weather Deviation Procedure” in the Enroute
section of Jeppesen Manual.
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5.13 RISK MANAGEMENT
5.13.1 Weather Updates
The PIC and Dispatcher are jointly responsible for monitoring changes in
weather information during all phases of flights. If significant changes are
noted by either, they will inform the other and jointly determine if a flight
plan change is necessary. The decision of the PIC will be final.
Neither the PIC nor the Dispatcher may allow a flight to continue to a
destination airport unless the weather conditions at the alternate listed in
the flight release are forecast to be above published minimums at the
estimated time of arrival. However, the alternate airport may be changed
enroute to include any authorized airport (refer to OPS SPEC) within fuel
range for the aircraft, as specified in Chapter 4, Fuel Policy. It is also
permissible to omit the alternate if the destination airport satisfies the
requirements set forth in Chapter 4, “ Omission of Alternate Within Two
Hours of Destination.”
A flight may be continued to destination even though weather conditions

are forecast to be below minimums, provided alternate weather is above
minimums and the fuel supply is above minimum for flight to the alternate,
according to Fuel Policy.
Minimum divert fuel (when an alternate is required) must be established

prior to approach and careful consideration should be given to the
advisability of executing an approach in IMC when fuel supply is marginal.
5.13.2 Fuel Consumption Monitoring
Flight crewmembers should frequently compare actual fuel consumption

with planned fuel consumption during each flight. Indications of excessive
fuel consumption include higher than planned fuel flow for gross weight.
Refer to Fuel Policy in Chapter 4 for other considerations.
5.13.3 Contingency Planning
Flight crewmembers shall remain vigilant for any abnormal situations during
the flight. When abnormalities arise, the entire crewmembers should work
as a team to develop appropriate contingency plans.
5.13.4 Circuit Breakers
Refer to supplementary procedures of the respective AOM for circuit

breaker reset procedure. Cabin crews should be reminded in the pre-flight
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briefing not to reset circuit breakers without first notifying the cockpit.
5.13.5 Traffic Collision and Avoidance System (TCAS)
CAL’s aircraft are equipped with TCAS. Its functions and methods of use
are prescribed in the supplementary procedures of the respective AOM.
TCAS, if operational, shall be activated throughout a flight.
5.13.6 Ground Proximity Warning System (GPWS)
All CAL aircraft are equipped with GPWS. GPWS does not require flight
crew inputs and is silent during all normal flight maneuvers. If a warning is
activated, immediate positive action by the flight crew is required unless
visual conditions exist which positively confirm the reason for the warning.
In the absence of such visual conditions, an immediate pull up will be
executed and a climb established until the warning ceases.
Note: In the event of a GPWS encounter at night, immediate positive action
by the flight crew is required.
Refer to the respective AOM for GPWS modes and procedures.
5.13.7 Terrain Warning
Unless operating in VMC with positive visual contact with surrounding

terrain, the PIC shall execute an immediate terrain avoidance maneuver
upon receiving a TERRAIN warning.
Note: In the event of a GPWS encounter at night, immediate positive action
by the flight crew is required.
Refer to the respective AOM, GPWS-ENCOUNTER, for terrain avoidance

procedures.
5.13.8 Airborne Weather Radar
Weather radar units must be activated at both pilot stations whenever

operating in the vicinity of thunderstorms or other weather involving
convective activity. Normally, radar returns should be displayed on the
Navigation Display so that track can be easily compared to storm location
in crosswind conditions.
Steep rainfall gradient is associated with maximum turbulence and is a

rapid change in rain intensity over a short horizontal distance. Use extreme
caution when approaching a terminal area where airborne radar indicates
developing (weak echo) or mature storms. Even weak storm echoes in the
generation stage, can endanger an aircraft due to initial downdraft and gust
front activity.
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5.14 ABNORMAL CONDITIONS
The PIC is responsible for notifying both ATC and Dispatch in the event of
any abnormal or emergency condition that could adversely affect flight
safety or prevent continuance of the flight to planned destination.
5.14.1 Engine Failure

5.14.1.1 Two-Engine Aircraft
Whenever an engine fails or a precautionary engine shutdown is required

on a two-engine aircraft, diversion is required to the nearest airport at which
a safe landing can be made. Suitability is to be determined by the PIC after
considering the following factors:
A. Airplane performance.
B. Flying time to the planned divert airport and fuel supply.
C. Condition of passengers (injuries, etc.).
D. Weather enroute and at the planned divert airport.
E. Terrain and other obstacles.
F. Available navigation aids enroute and at the airport.
G. Terminal and enroute weather conditions.
H. Availability of suitable ground support facilities (fire fighting, medical

support, fuel, maintenance, customs, etc.)
I. Airport and runway condition and facilities.
J. Pilot familiarity with the airport.
5.14.1.2 Three or Four-Engine Aircraft
Whenever a precautionary engine shutdown is required on a three or four-

engine aircraft, the PIC may elect to proceed to an airport of his or her
choice, including the original destination airport, provided continuing to this
airport is as safe as diverting to the nearest suitable airport.
In making the decision to continue beyond the nearest suitable airport, the
following factors must be considered:
A. The nature of the malfunction and possible mechanical difficulties which
might be encountered if the flight is continued.
B. The altitude, airplane weight, and fuel supply.
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C. Weather conditions enroute and at the planned destination and possible

enroute landing airports.
D. Air traffic congestion.
E. Terrain and obstacles.
F. Familiarity with the planned airport.
PICs should discuss the situation with Dispatch prior to deciding to continue
extended over-water operations (more than 50 miles from shore). If either
the Dispatcher or the PIC considers continuance of the flight to be too risky,
a landing at the nearest suitable airport shall be made.
5.14.2 Engine Fire Warning
Fire warnings in flight shall be treated as real fires, including prompt

execution of the Emergency procedures published in the respective AOM.
5.14.3 Inflight Fire or Smoke
Cabin crewmembers have been trained to fight cabin fires. However, the
PIC must promptly evaluate the condition of the fire and determine the
appropriate course of action. If it is necessary to send a flight crewmember
to inspect the fire source, a Halon fire extinguisher and PBE from the
cockpit should be carried.
On freighter aircraft, fire-fighting equipment is limited. The best course of

action of to starve the fire of oxygen by depressurizing above 25,000 ft and
then diverting to the nearest suitable airport after the fire is extinguished.
5.14.4 Structural Integrity
If the structural integrity of the aircraft is in doubt, i.e., a missing engine

cowling, a landing at the nearest suitable airport is required.
5.14.5 Emergency Descent
If it is necessary to execute an emergency descent, ATC should be notified

as soon as possible. Transponders should be set to code 7700 to alert ATC
of the emergency.
If cabin oxygen masks have deployed during the descent, the flight should
not return to cruise above 12,000 ft unless adequate oxygen remains to
protect passengers. Refer to the respective MEL and AOM for oxygen
requirements.
5.14.6 Overweight Landing
The maximum certified landing weight may not be exceeded except when
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required due to emergency conditions.
Overweight landings will be noted in the TLB and the inspections as

prescribed in the Aircraft Maintenance Manual (AMM) shall be completed
prior to the next departure.
5.14.7 Fuel Dumping
Economic and environmental considerations encourage us to limit fuel

dumping. Aircraft with fuel dump capability may require a decision between
fuel dumping or landing over maximum landing gross weight. The
availability of maintenance personnel to conduct the special aircraft
structural inspection and the delay that could be encountered, must be
considered.
• However, the decision to dump fuel is an operational decision to be

made by the PIC based on the following and other factors:
Time needed to dump fuel versus weather, traffic and/or an

aircraft status that could require landing as soon as possible.
Aircraft performance.
Airplane altitude, to ensure fuel vaporized before reaching the

ground.
Cost of the fuel to be dumped versus cost of delay in time and

maintenance.
• If the decision is made to dump fuel:
Notify ATC before and on completion of dumping.
If possible, dump fuel at 6,000 feet AGL and above.
Do not dump in a descending circular pattern.
Fuel shall not be dumped while fire exists aboard the aircraft.
If conditions permit, dump fuel with the cabin pressurized.
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5.15 REPORTING MECHANICAL IRREGULARITIES
The PIC is responsible for entering all mechanical discrepancies noted

during flight time into the TLB (See Chapter 12). The following events must
be reported:
A. Damage to the aircraft, control surfaces, wing tips or other components,
no matter how slight.
B. Any landing that the PIC suspects may have resulted in structural
damage to the aircraft or components.
C. An overweight landing.
D. Any incidence of severe turbulence in flight or any incident involving
turbulence, which results in passenger or crew injury.
E. Any failure or malfunction of the airframe, engines, or other component
that is critical to safety.
F. Fires or false fire warnings.
G. Snow, slush, or water damage.
H. Use of emergency equipment, including oxygen bottles.
I. Static discharge of lightening strike.
J. Bird strike.
K. All Status messages or other known discrepancies.
L. Report all aircraft discrepancies noted during flight time in the TLB. All
missing or damaged Jeppesen charts or required flight deck technical
publications shall be reported in the on board manual checklist.
Any pre-flight inspection item that could affect airworthiness must be

entered in the log and cleared prior to departure.
The print-out of ACMS may not be used for primary source of identifying the
mechanical irregularity.
5.15.1 Cabin Log Book (CLB)
The CLB is the Procedures and Responsibility of cabin crew and Line
Maintenance Production Planning Section. It has to be carried on-board in
cabin for passenger aircraft only. It is the record of all defects of the cabin
interior except defects related to following items. Defects related to
following items must be reported by purser to flight crew for recording in the
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TLB.
• In-flight service crew found dangerous situation, such as indication of

fire, smoke, bad-smell liquid leaking, abnormal surface burning heat or
deformation in cabin.
• Accumulation of snow or ice, fuel leaking or damage in wing surface.
• Engine fire, abnormal noise or vibration.
• Air leaking in cabin entrance door or door can not be fully closed.
• Cabin window crack or damage.
• Cabin abnormal vibration or noise.
• Emergency equipment (ex. oxygen bottle and fire extinguisher, etc.)

used, damaged or over expired storage (inspection) date.
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5.16 ETOPS OPERATIONS
Refer to the ETOPS Manual.
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5.17 ALLOWABLE TAKEOFF / LANDING WEIGHTS
Prior to each takeoff or landing, the PIC must determine that actual gross
weight does not exceed that allowed by the AFM, considering existing
atmospheric conditions, aircraft configuration, runway characteristics, and
climb performance limits.
Takeoff performance information is contained in the RAM for each aircraft.

Flight crewmembers may rely on this information in the calculation of
allowable takeoff weights. Maximum allowable landing weight must be
determined using the respective AFM or aircraft performance manuals.
Dispatchers are responsible for managing aircraft loading and fueling so

that planned takeoff weight less enroute fuel burn-off does not exceed
maximum allowable landing weight. PIC must ensure that maximum
allowable landing weight is not exceeded at destination or alternate
destination airports.
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Procedures and Techniques Rev. 2
Chapter 6 Procedures and Techniques
Table of Contents
6.1 GENERAL................................................................................................ 6-3
6.2 PRE-DEPARTURE .................................................................................. 6-4

6.2.1 Cabin Crew Briefing................................................................................. 6-4
6.2.2 Aircraft Inspection .................................................................................... 6-5
6.2.3 Required Aircraft Documents................................................................... 6-5
6.2.4 Documents for Ground Personnel ........................................................... 6-5
6.2.5 FMC/INS Programming and Verification .................................................. 6-6
6.2.6 Departure Briefing.................................................................................... 6-6
6.2.7 Use of Navigation Charts ......................................................................... 6-6
6.3 PUSHBACK AND TAXI ........................................................................... 6-7
6.4 TAKEOFF ................................................................................................ 6-9

6.4.1 Takeoff Runway Selection........................................................................ 6-9
6.4.2 Engine Failure during Takeoff .................................................................. 6-9
6.4.3 Intersection Takeoff.................................................................................. 6-9
6.4.4 Reduced Thrust Takeoff ........................................................................... 6-9
6.4.5 Commencement of Takeoff Roll............................................................. 6-10
6.4.6 Rejected Takeoff (RTO) ......................................................................... 6-10
6.4.7 Minimum Altitude for Turn after Takeoff ................................................. 6-10
6.4.8 Noise Abatement ................................................................................... 6-10
6.4.9 Use of Weather Radar ........................................................................... 6-10
6.4.10 Aircraft Lighting ...................................................................................... 6-11
6.5 DEPARTURE ......................................................................................... 6-12

6.5.1 Departure Procedures............................................................................ 6-12
6.5.2 Paperwork .............................................................................................. 6-12
6.6 ENROUTE PROCEDURES ................................................................... 6-13

6.6.1 General .................................................................................................. 6-13
6.6.2 Cruise Technique ................................................................................... 6-14
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6.7 DESCENT .............................................................................................. 6-15

6.7.1 Speed Restrictions................................................................................. 6-15
6.7.2 Checklists............................................................................................... 6-15
6.7.3 Landing Lights........................................................................................ 6-15
6.7.4 Descent Planning................................................................................... 6-15
6.8 HOLDING............................................................................................... 6-16
6.9 APPROACH........................................................................................... 6-17

6.9.1 Authorized Approaches.......................................................................... 6-17
6.9.2 Approach Preparation ............................................................................ 6-17
6.9.3 Initial Approach ...................................................................................... 6-18
6.9.4 Configuration and Drag Management .................................................... 6-19
6.9.5 Precision Approach................................................................................ 6-19
6.9.6 Non-precision Approach ........................................................................ 6-19
6.9.7 Operational Requirements ..................................................................... 6-20
6.9.8 Stable Approach Criteria........................................................................ 6-21
6.9.9 Operation below DH/DA or MDA............................................................ 6-21
6.10 MISSED APPROACH ............................................................................ 6-23
6.11 LANDING............................................................................................... 6-24

6.11.1 Selection of Landing Runway ................................................................ 6-24
6.11.2 Landing Performance Data .................................................................... 6-24
6.11.3 Use of Autobrakes ................................................................................. 6-24
6.11.4 Touchdown ............................................................................................ 6-25
6.11.5 Runway Turnoff Speed........................................................................... 6-25
6.12 ARRIVAL AND GROUND HANDLING .................................................. 6-26

6.12.1 Post-flight Duties.................................................................................... 6-26
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6.1 GENERAL
Operating procedures and techniques included in this chapter are
common to all types of CAL aircraft. Procedures and techniques specific
to a particular aircraft are published in the respective AOM. For
procedures during a diversion, refer to chapter 9.
Flight crewmembers shall comply with procedures and should follow

recommended techniques under normal circumstances. Procedures are
indicated by use of words such as “shall”, ”must”, “will”, “required”, “limit”,
or “mandatory”. Techniques are indicated by words such as “may”,
“should”, or “recommended”.
Flight crews should always take care to distinguish between procedures

and techniques.When expressing a personal preference rather than a
standard procedure, the fact should be clearly stated. A phrase such as,
“this is not a procedure, but is a recommended technique“ makes the
distinction clear.
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6.2 PRE-DEPARTURE
6.2.1 Cabin Crew Briefing
The purpose of the cabin crew briefing is to establish the basis for
excellent teamwork through the flight. The PIC is responsible for briefing
all crewmembers regarding details of the flight and for ensuring everyone
understands their duties and is in possession of all required passport,
visas and licenses. The PIC should encourage all crewmembers to
practice good CRM. The goal is to allow the cabin crew to feel comfortable
interacting with flight crewmembers and to communicate any problems
freely to the cockpit.
For flights originating in Taipei, the crew briefing should be conducted at

the crew center. The crew briefing is conducted in two phases. During the
first phase, the flight crew joins the cabin crew for a short briefing. The PIC
will introduce all members of the flight crew and brief the cabin crew on the
following items:
! Reminder about required personal papers (passport, visas,

crewmember certificates, ID, etc.);
! Fight planned route and time of flight;
! Significant weather conditions at the departure airport, en-route (any

expected significant turbulence or thunderstorms) and destination
airport;
! Communications procedures with the cockpit, sterile cockpit, etc.;
! Cabin security procedures (cabin inspection, removal of no-show

passenger baggage);
! Turbulence procedures;
! Circuit breaker resetting procedure;
! Special emergency procedures plus aborted takeoff and evacuation;
! Special security alerts or abnormal procedures; and
! Answer questions from other crewmembers.
Information relating to flight time, turbulence, and weather sometimes is

not available during the briefing. This information may be communicated
to the cabin crew by PA prior to passenger boarding.
At PIC discretion, one or more briefing assignments may be delegated to

another flight crewmember.
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The flight crew will then separate from the cabin crew while the Purser
conducts a briefing of about 10 minutes. When the purser has completed
the cabin attendant briefing, the PIC will be notified and everyone will
board the bus for transport to the airport.
When there is a crew change at an outstation, the PIC should brief

crewmembers that were not part of his/her original crew.
6.2.2 Aircraft Inspection
An aircraft exterior inspection will be accomplished before every flight. A

follow-up inspection will be conducted if maintenance repairs are
performed on the exterior of the airplane or if the flight is delayed
significantly (more than 3 hours).
The PIC shall ensure that an exterior inspection is accomplished in

accordance with the respective AOM. Normally this inspection is
accomplished by the PNF, but the PIC may delegate this duty to another
flight crewmember on multiple or double crews.
6.2.3 Required Aircraft Documents
The PIC must ensure that the following documents are on board the
aircraft prior to departure:
A. All required flight papers, including flight release, CFP, and ATC flight
plan;
B. TLB, Certificate of Airworthiness and current Airworthiness Release;
C. Certificate of Registration;
D. Radio License;
E. Required navigation charts and operations manuals;
F. Fuel sheet;
G. Load sheet.
H. NOTOC, if required.
Cockpit preparation shall be accomplished in accordance with the

respective AOM.
6.2.4 Documents for Ground Personnel
The following documents must be left with ground personnel prior to

departure:
A. A copy of Flight Release and CFP is left with Dispatch;
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B. A copy of Load Sheet;
C. Fuel distribution sheet/Fuel Loading and Service Record;
D. A copy of NOTOC when required;
E. Copy of TLB page, indicating PIC acceptance of the aircraft.
6.2.5 FMC/INS Programming and Verification
Refer to respective AOM for FMC/INS programming and verification

procedures.
Prior to departure, the PF should either manually tune or pre-select the

first departure NAVAID/radial so that a transition to basic instrument flying
can be easily effected in the event of FMC failure.
6.2.6 Departure Briefing
The purpose of the departure briefing is to review all operational items,

including aircraft status, performance, navigation set-up, and takeoff and
departure procedures. Detailed pre-departure checklists are published in
the Normal Procedures section of the respective AOM.
The pre-departure briefing should be completed prior to engine start, but

must be completed prior to each takeoff.
6.2.7 Use of Navigation Charts
Taxi, SID, STAR, and approach charts shall be readily available, and in
view, at the appropriate flight phase. Airways navigation charts should also
be readily available.
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6.3 PUSHBACK AND TAXI

A. After confirmation of total passengers onboard, the Purser will check
with the PIC to obtain approval to close the cabin door. For cargo
operation, the PIC’s approval shall be obtained prior to closing the last
door by the responsible personnel.
B. The aircraft interphone system is the preferred communication link for
coordination between cabin and cockpit or flight crews and ground
handling personnel.
C. When special ATC restrictions apply to the flight (slot times, gateway
times, etc.), the PIC should communicate this fact to the Purser and/or
Boarding Agent.
D. Power back (backing out of a parking area by use of reverse thrust)
procedures for push back is “PROHIBITED”.
E. If, during push back, the CM1 desires that the push back be stopped,
he/she shall advise the ground personnel by saying "STOP".
F. After completing the "After Start" Checklist and after obtaining ATC
clearance for TAXI, the marshaller will clear the aircraft to taxi by giving
a “Clear to Taxi” signal. if push back was required, the bypass pin will
be shown. If ground assistance is required after ground personnel
have disconnected, the Turnoff Light (if not available, the Taxi/Landing
Lights) should be flashed repeatedly.
Normally, CM1 will taxi the aircraft. Both CM1 and CM2 should have
the taxi chart available and in view at all times. The flight crew should
exercise vigilance, and always orientate the aircraft’s position and
direction with the taxi chart.
Maximum speed in congested area is 10 knots. Max speed for a long

straight taxi is 30 knots. Be mindful that at high taxi speeds, flexing of
tire sidewall builds up heat in wheel assemblies with the possible result
of hot brakes after a long taxi at high speed.
G. Flight crewmembers must work as a team during taxi, particularly at
unfamiliar airports or in conditions of low visibility. If any doubt exists
as to aircraft position or taxi clearances, the aircraft should be brought
to a stop and ATC assistance should be requested. Request
“progressive taxi instructions” if necessary.
H. The PIC is responsible for adequate clearance between all parts of the
aircraft and structures near the taxiway. Other flight crewmembers
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Chapter 6 Page 6-8
share this duty when they are in the cockpit. If any flight crewmembers
found the clearance may not be adequate, he/she should call out.
I. Signalmen and wing-walkers or tow car should be requested when the
PIC has doubt about the clearance between the aircraft and any other
ground structures or objects.
J. CM2 shall be vigilant for obstructions and other traffic on the right side
of the aircraft and immediately alert CM1 of any possible hazards.
CM2 shall position his/her feet on the rudder pedals in order to apply
brakes promptly.
K. Taxi lights will be turned on while the aircraft is moving under its own
power, except when the use of taxi lights will deteriorate the forward
visibility (i.e. fog, haze, etc.).
L. CM1 shall ensure that the “Cabin Ready” notification has been
received and the PA announcement for the cabin crew to be seated for
takeoff has been made prior to entering the active runway.
M. The Purser should be notified if taxi time will be longer or shorter than
usual so they can properly prepare the cabin for takeoff.
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6.4 TAKEOFF
6.4.1 Takeoff Runway Selection
Normally, the runway providing the greatest safety margin should be

requested for takeoff, using the full length of the runway.
Certain airports specify preferred runways for departure and arrival due to
noise abatement restrictions. If feasible, under existing conditions, the
preferred runway should be used. However, if, in the opinion of the PIC,
use of this runway fails to provide adequate safety margins, another
runway shall be requested.
6.4.2 Engine Failure during Takeoff
Maintain on extended runway centerline in the event of engine failure

during takeoff unless CAL one-engine inoperative procedures are
published for the runway. When following CAL one-engine inoperative
procedure, ATC must be informed.
If terrain clearance, in the PIC’s judgment, is not in doubt and airplane
climb performance is adequate, the pilot may:
• Follow the departure route, or
• Accept radar vectoring by ATC, or
• Remain in the vicinity of the airport under VMC conditions
6.4.3 Intersection Takeoff
Intersection takeoffs are permitted, provided that RAM data for that runway
intersection is available. This ensures that all departure obstructions are
taken into consideration. If intersection performance data is not available,
the full length of the runway shall be used.
6.4.4 Reduced Thrust Takeoff
Reduced Thrust and Assumed Temperature Methods for derating thrust

are established in the respective RAM. CM1 should use reduced thrust
takeoff whenever performance limitations permit unless safety
considerations require otherwise.
To ensure that full takeoff thrust can be obtained when required, a full
st
thrust takeoff will be conduced on the first flight on the 1 day of each
month. Flight crewmembers should note in the TLB when full thrust
takeoffs are made and whether or not they are “normal”.
For detailed procedures and performance data, refer to the respective

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AOM and RAM.
6.4.5 Commencement of Takeoff Roll
The takeoff roll must not be started unless the “Before Takeoff Checklist”
has been completed and takeoff clearance has been received and
acknowledged. CM1 will announce the start of takeoff by calling out
“Takeoff” and will then set takeoff thrust according to procedures set forth
in the respective AOM.
6.4.6 Rejected Takeoff (RTO)
The reasons justifying a RTO diminish with increasing speed. Approaching

V1, a takeoff should only be rejected in the event of serious malfunctions
such as thrust loss or if the aircraft becomes uncontrollable (not flyable).
If an engine failure occurs any time during takeoff, the PNF (or FE on the
742) will call out “engine failure”. Identification of the particular engine
should be delayed until reaching 400 ft AAL after takeoff.
The decision to reject a takeoff is made by CM1. CM1 will call out “Stop”, if
a reject decision is made.
During training flights, if CM1 is the trainee, he or she will be responsible

for the reject decision unless the IP/CP (CM2) takes over by announcing “I
have control”.
Once a RTO has been initiated, it shall be completely executed. A takeoff,

once rejected, shall under no circumstances be continued.
Refer to the respective AOM for detailed procedures.
6.4.7 Minimum Altitude for Turn after Takeoff
Unless required for safety reasons, no turn may be made after takeoff until
reaching an altitude of at least 400 ft AAL. Refer to the respective AOM for
bank angle limitations.
6.4.8 Noise Abatement
Flight crewmembers shall follow the ICAO “A” climb procedure when noise
abatement procedures are in effect, unless otherwise required by local
rules. When noise abatement procedure is not required, follow the
respective AOM.
6.4.9 Use of Weather Radar
Weather radar shall be activated and adjusted prior to start of takeoff roll
during hours of darkness or whenever clearance from clouds cannot be
visually maintained. Flight crewmembers shall avoid strong radar returns
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and request deviation from published tracks when necessary.
If it appears difficult to avoid thunderstorms in the vicinity of the airport or

on the departure track, the PIC should carefully consider the advisability of
delaying takeoff until the storms are no longer a threat to the flight.
Normally, the radar returns should be displayed on the ND of glass cockpit

aircraft so that track can be compared to the position of dangerous
weather.
6.4.10 Aircraft Lighting
Strobe lights will be activated prior to entering or crossing an active or

inactive runway. All landing lights will be illuminated when takeoff
clearance is received.. Refer to the respective AOM for specific
procedures.
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6.5 DEPARTURE
6.5.1 Departure Procedures
A. Standard departure profiles and departure techniques are published in
the respective AOM.
B. Published or assigned speed restrictions shall not be exceeded unless
authorized by ATC.
When climbing below 10,000 ft MSL, 250 kts IAS should not be
exceeded unless maneuver margins require a higher speed or
required by ATC. Heavy aircraft need not request approval to exceed
250 kts when necessary to maintain a safe maneuvering speed.Refer
to the special rules for each country.
C. Refer to Chapter 5 for “altimeter setting policy”. The PNF will callout
passing transition altitude and confirm when 2,000 ft below any
assigned altitude.
D. The seatbelt sign shall be left “ON” below 10,000 ft or whenever
turbulence is anticipated. The seat belt sign may be turned on by either
CM1 or CM2. It may be turned off at CM1’s discretion.
E. Flight crewmembers must remain vigilant for conflicting traffic at all
times.
6.5.2 Paperwork
Flight crewmembers are to avoid unnecessary paperwork during critical

phases of flight. Attention should be focused on aircraft performance,
compliance with ATC clearances, and maintaining adequate separation
from obstacles and other aircraft.
Under no circumstances are PNFs to undertake activities such as filling

out PA announcement forms until passing 10,000 ft MSL, when safety
permits.
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6.6 ENROUTE PROCEDURES

6.6.1 General
A. Except during takeoff, landing or abnormal conditions, flights shall not
be flown lower than the Minimum Enroute Altitudes (MEA) specified on
the Jeppesen charts.
B. No flight may deviate from an ATC clearance except for reasons of
safety. If deviation is required, ATC shall be notified as soon as
practical. Deviation procedures are to be followed in the event of a
deviation without ATC clearance (see Jeppesen Manual and Airway
Charts).
C. Prohibited and active restricted airspace, as shown on the navigation
charts and NOTAMs, must be avoided at all times.
D. The following reports must be given to ATC without request:
• All compulsory reporting points (unless in radar contact).
• Vacating a previously-assigned altitude.
• When deviating from filed or assigned cruise speed by more than

allowable limits (refer to Flight Planning of the ATC section in the
Jeppesen Manual).
• Time and altitude upon entering or leaving holding.
• When leaving the final approach fix for final approach (unless in
radar contact).
• When the ETA for the next reporting point changes by more than 3
minutes (some countries specify different time tolerances - see
Jeppesen Manual).
E. If an ATC route clearance is to a point short of the destination airport,
ATC should issue an expected further clearance (EFC) time and
expected further routing. This is necessary for lost-communication
procedures. If an EFC time or expected further routing is not received,
it should be requested.
F. Flight crewmembers should fully utilize available navigation aids to
confirm aircraft position. Malfunctioning NAVAIDS should be reported
to ATC.
G. When turbulence is anticipated, the cabin crews should be advised
and the “Seat Belt Sign” shall be turned on.
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H. Pilot shall make meteorological observations and report significant

weather (PIREP).
6.6.2 Cruise Technique
6.6.2.1 Aircraft Speed
The cruise speeds specified in the flight plan should be flown. Flight
crewmembers should carefully consider the overall effect of speed
changes. Any PIC who causes or allows an aircraft to be operated at lower
than planned speeds for improper reasons will be subject to review.
Cruising at speeds greater than CFP is permitted in order to compensate

for an on-schedule arrival only after considering all related factors. If the
actual arrival time is earlier than scheduled, the flight crew need not slow
down to compensate for the early arrival.
6.6.2.2 Cruise Altitude
Care must be exercised in the selection of cruising flight levels. Different

rules apply in different parts of the world, and can vary in the same area.
Reference should be made to the appropriate Jeppesen enroute charts for
the appropriate cruising level to be flown.
When selecting altitudes, including step climb, optimum altitude should be

used whenever possible.
Unless requested by ATC or to avoid weather, flights should not be

operated more than 2,000 ft above optimum altitude for cost control
reasons and buffet margin control.
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6.7 DESCENT
6.7.1 Speed Restrictions
When descending below 10,000 ft, the aircraft shall not exceed 250 kts,
unless required, or requested by ATC.
Other speed restrictions are published in the Jeppesen Manual ATC

Section or on page 10-1 of the approach charts for each airport. Such
speed restrictions shall be observed unless otherwise cleared by ATC.
If the minimum safe speed for any particular operation is greater than the
maximum speed shown on navigation chart, the aircraft may be operated
at that minimum speed provided that ATC is so advised.
6.7.2 Checklists
Approach checklist must be accomplished in accordance with the

respective AOM. The Final checklist will be initiated after landing gear and
flaps are in the landing position, but not later than 1,000 ft AAL. For
circling approach, the Final checklist may be delayed until landing flaps
are extended.
6.7.3 Landing Lights
Refer to respective AOM.
6.7.4 Descent Planning
Descent from cruise altitude shall be performed as efficiently and smoothly

as possible, taking into account flight safety, local conditions, ATS
procedures, and meteorological factors (turbulence, icing, etc.).
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6.8 HOLDING
Holding and holding pattern entry shall be accomplished in accordance
with procedures established by the appropriate ATS authority. For those
procedures, refer to “Holding Procedures” under “Flight Procedures” and
specific State pages of the ATC Section in the Jeppesen Manual.
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6.9 APPROACH
A. Each approach shall be planned and conducted in accordance with the
procedures prescribed in the AOM.
B. Approach charts for planned and backup approaches should be
removed from the Jeppesen Manual and be readily available for use
during every approach.
C. Comply with all altitude and procedural restrictions for an assigned
approach unless otherwise cleared by ATC. Descent below DA, DH, or
MDA may not be made until required visual cues (refer to “Operation
below DH/DA or MDA” in this chapter) are established.
6.9.1 Authorized Approaches
CAL flights are not authorized to conduct PAR, ASR, MLS or Contact
approaches.
When reported visibility is less than 1,200 meters (4,000 ft), CAL flights
may not conduct non-precision approaches without benefit of either 2
operative flight directors or a functioning autopilot.
6.9.2 Approach Preparation
6.9.2.1 Weather Analysis
Prior to commencing descent for an approach, flight crewmembers shall

evaluate and analyze the weather situation to ensure that a safe landing
can be made.
No approach may be commenced if reported weather is below applicable

minima.
6.9.2.2 Divert Fuel
Prior to every approach, flight crewmembers shall determine the minimum

divert fuel, based on Company Fuel Policy.
6.9.2.3 Altitude and Speed Bugs

6.9.2.4 Programming FMC
With autopilot engaged, the PF should program the FMC for the approach.
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Control will be transferred to the other flight crewmember during this

process.
Without autopilot engaged, the PF will request the PNF to program the
FMC. Control will remain with the PF during the process.
It is recommended that missed approach radials be pre-tuned or pre-

selected prior to approach in glass cockpit aircraft.
6.9.2.5 Approach Briefing
Prior to commencing the descent for an approach-to-land, the flight

crewmembers shall evaluate the actual weather situation and brief all flight
crewmembers on the intended approach.
After completing FMC programming and approach set up, the PF will
conduct an approach briefing, as specified in the respective AOM. Control
will be transferred to the PNF during the approach briefing to facilitate
confirmation of all FMC/NAVAID programming.
When conducting the approach review, CM1 and CM2 shall compare and
confirm, step by step, vertical and lateral profiles in the FMC with those
listed on the approach chart.
When the PF is unfamiliar with the airport, the following items might be
covered in the approach briefing:
• Recommended techniques for extending speed brakes, flaps, and gear

during unusual approaches (SFO, ANC, and some European airports).
• Any special charted visual procedures.
• Terrain concerns for special airports.
6.9.2.6 NAVAID Setup
For NAVAID setup, refer to the respective AOM.
6.9.3 Initial Approach
Initial approach and transitions shall be accomplished in accordance with

procedures set forth in ICAO Document 8168, unless otherwise specified
by applicable approach charts. Refer to ATC section of Jeppesen Manual.
6.9.3.1 Radar Vectors / MVA
When operating under a radar vector clearance, flights shall maintain the
altitude assigned by the radar controller. If available, flight crewmembers
are responsible for checking and maintaining minimum vectoring altitudes
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(MVA) within each airport arrival sector.
6.9.3.2 Approach Transitions
When executing a published approach transition, flights must follow

published tracks and comply with all altitude restrictions. Maintain the last
altitude assigned until cleared for a lower altitude or cleared for an
approach.
When cleared for an approach, maintain the published minimum altitude

for the transition or last assigned altitude until established on the final
approach course. Generally, established is defined by movement of the
course bar for precision approaches or as being within 5° of the final
approach course/bearing for non-precision approaches.
6.9.4 Configuration and Drag Management
6.9.4.1 Noise Abatement during Approach
Flight crewmembers must observe all published noise abatement

procedures, including use of preferential runways, unless otherwise
required by aircraft performance considerations or safety concerns.
Noise can be reduced by delayed extension of high-drag devices such as

gear and flaps, or by use of minimum certificated landing flap settings,
performance permitting.
6.9.5 Precision Approach
Refer to the respective AOM for detailed procedures.
6.9.5.1 ILS Approach Limitations
ILS glide paths should be intercepted from below the path to ensure
avoidance of false glide path signals. Altitude/distance check points on an
ILS approach should be closely monitored.
6.9.6 Non-precision Approach
Refer to the respective AOM for recommended non-precision approach

procedures and techniques.
Non-precision approaches include VOR, NDB, LOC-ONLY, LOC

backcourse, and RNAV approaches. In IMC, non-precision approaches
should be executed only when a precision approach is not available.
Prior to executing a non-precision approach, both flight crewmembers

must ensure that navigational radios have been tuned to the appropriate
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frequency and properly identified.
6.9.6.1 FMC based Non-Precision Approaches
Non-precision approaches may be executed using navigational

information from FMCs. The following restrictions apply to FMC-based,
non-precision approaches:
• Flight crewmembers must ensure that the FMC position is updated

(either by GPS or radio) prior to commencing the approach. There must
be no discernible mapshift.
• Lateral navigation mode may be used to track inbound course, but raw
data must be checked and monitored during the approach to verify
accuracy of the aircraft position.
• Vertical navigation mode may be used to track the vertical approach

profile, all step-down altitudes and the minimum altitude at the FAF must
be cross-checked by reference to raw data navigational information. A
missed approach is mandatory if the required visual references are not
established upon reaching MDA.
• When using V/S mode for approach, a constant rate of descent to

achieve an approximate 3 degrees glide path to the runway should be
planned. This will improve passenger comfort and ensure the aircraft is
in a proper landing attitude upon reaching MDA.
• A missed approach is mandatory upon reaching MDA if the required

visual references are not established. If the approach is flown using
autopilot, the autopilot should remain engaged for the missed approach.
This requires that all missed approach waypoints, altitudes and speeds
be programmed prior to commencing the approach.
6.9.7 Operational Requirements
6.9.7.1 Applicability of Reported Weather Minima
Refer to Chapter 5 for “Weather Minima”.
6.9.7.2 Landing Lights
All landing lights will normally be illuminated for landing after passing the
final approach fix. Landing lights may be left off at the PIC’s discretion in
conditions of low visibility but should be clearly stated to the other flight
crewmember.
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6.9.8 Stable Approach Criteria
Instrument approaches should be planned to arrive over the FAP/FAF in

the landing configuration, on course, on altitude, and at proper speed. All
instrument approaches must be stabilized no lower than 1,000 ft AAL.
Visual approaches must be stabilized no lower than 500 ft above AAL.

However, if maneuvering is required by the published procedures in order
to be established on the center line of the landing runway (i.e.: HND VOR
16, JFK VOR 13, circling approach…etc.), the aircraft must be stabilized
no lower than 300 ft above AAL.
A stable approach is defined as:
• Airspeed, not more than bug+15 knots and not less than Vref.; and
• Maximum sink rate of 1,200 fpm; and
• Engines “spooled up”; and
• For a precision instrument approach, less than 1 dot deflection on

localizer and glide slope until visual glide path reference can be
maintained (VASI, PAPI, etc.);
• For non-precision approach, less than 5 degrees deviation from inbound

course;
• For a visual approach, less than full high or full low indication on visual
approach guidance (VASI, PAPI, etc.).
If the aircraft is not stabilized by 1,000 ft/500 ft/300 ft above AAL, as

applicable, a missed approach is mandatory. A missed approach shall
also be executed if, after passing 1,000 ft above AAL on approach, it
becomes obvious that a safe landing cannot be made within the TDZ (the
first 3,000 ft or first 1/3 of the runway, whichever is less).
If, for any reason, approach conditions require any deviation from stable
approach criteria, such deviations shall be briefed prior start of the
approach.
6.9.9 Operation below DH/DA or MDA
Approach may not be continued below the applicable DA/DH or MDA

unless:
A. The aircraft is continuously in a position from which a descent to a
landing on the intended runway can be made at a normal rate of
descent using normal maneuvers and where such a descent rate will
allow touchdown to occur within TDZ of the runway of intended
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landing;
B. The flight visibility is not less than the visibility prescribed in the
standard instrument approach procedure being used; and
C. At least one of the following visual references for the intended runway
is distinctly visible and identifiable to the flight crew.
(1) element of the approach light system;
(2) the threshold;
(3) the threshold markings;
(4) the threshold lights;
(5) the threshold identification lights;
(6) the visual glide slope indicator;
(7) the TDZ or TDZ markings;
(8) the TDZ lights;
(9) the runway or runway markings;
(10) the runway lights.
If any time after descent below the DH/DA or MDA, the PF cannot
maintain visual reference, he/she shall immediately execute a go-around,
the appropriate missed approach procedure shall be followed, and ATC
shall be notified.
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6.10 MISSED APPROACH

A go-around/missed approach is considered a normal procedure, which
must be applied without hesitation when the required visual references
cannot be established or in the event of an unstable approach. As such,
flight crewmembers are expected to execute a missed approach without
hesitation or fear of punishment.
The basic rules for a missed approach are:

A. A missed approach must be initiated if the required visual references
have not been established upon reaching the DA/DH or MAP.
B. If after descent below the DH/DA/MDA, the PF cannot maintain visual
reference, or a safe landing cannot be assured, an immediate missed
approach must be executed.
C. Protected obstacle clearance areas for missed approach are based on
the assumption that the missed approach will be executed at the MAP,
at an altitude not lower than MDA or DH/DA. No consideration is given
to an early turn prior to reaching the MAP. Therefore, in the event of an
early missed approach, published turns shall not be executed prior to
reaching the MAP, unless instructed by ATC. Published altitude
restrictions shall be carefully reviewed and flown.
D. If a missed approach has been executed, the PIC must verify fuel
status and adequate fuel to operate to the alternate airport in
compliance with Company fuel policy before executing a second
approach.
E. If a second approach is missed due to weather conditions, diversion to
the alternate is mandatory unless, in the opinion of the PIC, another
approach is the safest course of action.
Below 1,000 ft AAL, a missed approach is mandatory, if at any time, any

flight crewmember calls for a “go-around”. Above 1,000 ft AAL, any flight
crewmember may call for a “go-around” if there is imminent danger to the
safety of the flight.
Flight crewmembers must use good judgement regarding go-around

commands and thrust setting in the event of an early missed approach.
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6.11 LANDING
The PIC is responsible for safe control of the aircraft at all times, whether
functioning as PF or PNF.
The PIC shall ensure landing clearance has been obtained prior to
landing. Unless otherwise instructed, tower frequency must be monitored
until clear of the active runway.
If CM2 is at the controls, CM1 should promptly restore proper control, if at

any time, control does not appear normal during the approach or landing.
Below 500 ft AAL, if the CM1 finds that it is necessary to control the
aircraft he/she shall call out, "I have control" and will not transfer control
back to CM2 during that approach or landing.After landing, flights should
clear the active runway as soon as practical, preferably by high-speed
taxiways, if available. This minimizes stress on landing gear.
Landings will not be made on runways with more than one half inch of
standing water, slush, or wet snow.
During and after landing, all flight crewmembers should remain alert for
airport traffic and obstructions.
6.11.1 Selection of Landing Runway
The runway, which results in the best safety margin under the prevailing
conditions, shall be used for landing. Considerations shall be given to all
relevant factors such as meteorological conditions, runway condition,
approach and landing aids, ATC requirements (preferential runway…), etc.
For cross-wind limitations, refer to the respective AOM.
6.11.2 Landing Performance Data
In preparation for each landing, consideration shall be given to all relevant

factors (wind, slope, runway surface condition/braking action, etc.) in
regard to the required runway length.
The PIC is responsible for ensuring that aircraft is operated within all
landing limitations/performance requirement.
6.11.3 Use of Autobrakes

Autobrakes should be armed for landings as required by the respective
AOM.
Autobrake setting should be based on runway characteristics and

prevailing meteorological conditions. Autobrakes should be set to MAX for
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less than FAIR braking action reports (myeu .3 or less).
6.11.4 Touchdown
All landings shall be made within the TDZ.
6.11.5 Runway Turnoff Speed
Aircraft ground speed shall not be more than 30 knots before exiting the
runway via a high speed turnoff. The maximum speed for 90 degree turns
is 10 knots.
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6.12 ARRIVAL AND GROUND HANDLING

A. If there is any doubt as to the proper wing tip or engine clearance, the
aircraft shall be stopped until the flight crew is convinced that there is
sufficient room to proceed safely.
B. Stop the aircraft immediately if aircraft position is in doubt or if a taxi
clearance is not understood. Request clarifications or ask for
“progressive taxi” instructions, if necessary.
C. Do not approach the terminal gateway unless it is equipped with a
guidance system. If no guidance system is installed or if it is set for the
wrong type aircraft, a marshaller (with proper lighted wands, at night)
must be positioned to provide taxi guidance.
D. Upon arriving at the ramp, parking brakes should not be released until
all engines have been shut down and the chocks are confirmed to
have been inserted by an audible signal from the ground crew. While
releasing parking brakes, CM1 shall assure the aircraft does not move.
6.12.1 Post-flight Duties
The PIC is responsible for:

A. Properly completing the TLB, Operations Log, etc.
B. Report all mechanical discrepancies or equipment in the TLB. Brief

Maintenance personnel, as appropriate, regarding discrepancies.
Besides, any missing or damaged documents shall be reported in the
“on board manual checklist”.
C. Collect and return all required flight documents to the Company.
D. assigning at least one flight crewmember to remain in the cockpit when

passengers remain on board the aircraft. This crew member may be
relieved by the next sector flight crew or company ground personnel
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Chapter 7 Page 7-1
Communication Rev. 2
Chapter 7 Communication
Table of Contents
7.1 GENERAL ............................................................................................... 7-2
7.2 CALLSIGN............................................................................................... 7-3
7.3 AIR-GROUND/GROUND-AIR COMMUNICATION ................................. 7-4

7.3.1 Aeronautical Mobile Communication........................................................ 7-4
7.3.2 Communication Monitoring and Alerting .................................................. 7-6
7.3.3 ACARS and SATCOM Operations ........................................................... 7-7
7.3.4 Priority For Communications With CAL Or Handling Agent ..................... 7-9
7.4 AIR-AIR COMMUNICATION ................................................................. 7-10
7.5 GROUND-GROUND COMMUNICATION .............................................. 7-11
7.6 RADIO FAILURE, UNLAWFUL INTERFERENCE AND INTERCEPTION ........ 7-12

7.6.1 Radio Failure ......................................................................................... 7-12
7.6.2 Unlawful Interference ............................................................................. 7-12
7.6.3 Interception ............................................................................................ 7-12
7.7 DISTRESS AND URGENCY ................................................................. 7-14
7.8 COMMUNICATION FOR SEARCH AND RESCUE .............................. 7-15
7.9 RADIO TELEPHONY ............................................................................ 7-16

7.9.1 General .................................................................................................. 7-16
7.9.2 Standard Phraseology ........................................................................... 7-16
7.9.3 Reports .................................................................................................. 7-16
7.9.4 ATC Clearance ...................................................................................... 7-17
7.9.5 Communication Procedure .................................................................... 7-18
7.9.6 Additional Notes..................................................................................... 7-18
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7.1 GENERAL
A commitment to communicate (to understand and to be understood) and

directness (simple and specific language) are the keys to effective
communication.
To facilitate communications, managers shall establish the most effective

and efficient communication channels to ensure adequate communications
to all concerned.
During flight operations, flight crewmembers and related personnel should

apply the following guidelines:
A. The PIC is responsible for all communications during flight, but may
delegate such communication to other members of the flight crew.
B. English should normally be used:
• in all ground to ground, air to ground and air to air communications;
• all Intra cockpit communication relating to the operation of the aircraft

(checklists, briefings, instructions,…etc).
C. Communication abnormalities should be recorded on the master flight
plan or in the TLB as required.
D. Time Standards
• Coordinated Universal Time (UTC) should be used by all stations

for aeronautical communications. Stations may use local standard
time, but should add the "LT" suffix to the time group.
• Midnight should be designated as 2400 for the end of the day and
0001 for the beginning of the day.
• A date/time group shall consist of six figures, with the first two
figures representing the date and the last four figures the hour and
minute in UTC respectively.
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7.2 CALLSIGN
The registered callsign for CAL is “Dynasty”. All CAL flights (including
schedule and non-schedule flights) shall use this prefix followed by the
flight number. For unscheduled flights, the callsign would be “Dynasty”
followed by a specially assigned flight number.
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7.3 AIR-GROUND/GROUND-AIR COMMUNICATION
7.3.1 Aeronautical Mobile Communication

7.3.1.1 General
(1) All air-ground communication shall utilize standard ICAO air-ground
communication phraseology.
(2) To avoid misunderstanding of ATC clearances, the following are
recommended:
a. Unless a procedure dictates otherwise, all clearances to enter, hold

short of, land on, takeoff on, cross and backtrack on the runway in
use, ATC route clearance, and approach clearance…etc. shall be
read back and acknowledged with the aircraft call sign.
b. If any CM does not understand an ATC instruction, a clarification

should be requested (i.e. “say again”).
(3) Operating flight crewmembers shall continuously monitor the
appropriate ATC frequencies during flight unless SELCAL is available
and it’s function has been checked to be normal.
(4) ATC will be promptly notified, by any means possible, if communication
difficulties occur in flight.
(5) If two-way communications cannot be established when changing
frequencies, the transferring controller should be re-contacted to obtain
an alternate frequency or other instructions. If this is not successful,
another aircraft may be asked for relay assistance. If all other
alternatives fail, the international emergency frequencies (VHF or HF)
may be used.
(6) Unless otherwise instructed by ATC, the codes for transponder
operation are:
a.7500: Hijack.
b.7600: Radio failure.

c.7700: Emergency.
7.3.1.2. Company Communication
CAL shall establish a standard two-way communications network to

facilitate communication between aircraft and company operations.
VHF company radio is normally used to provide the direct communication
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between the air and ground when the aircraft is within 30-45 minutes time
to the gate.
(1) Departure Report – On ACARS-equipped aircraft, company departure
reports are normally automatically submitted at takeoff. For all other
aircraft, company departure reports will not be made by VHF radio until
passing 10,000 ft MSL.
(2) Arrival Reports – On ACARS-equipped aircraft, arrival reports with ETA,
status report, and special requests will be sent to the arrival station
between 30 minutes and 60 minutes prior to landing. For all other
aircraft, arrival reports shall be transmitted by VHF radio while the
aircraft is above 10,000 ft MSL.
(3) Current information affecting the safety of a flight shall be promptly
transmitted to the enroute aircraft by ground operation personnel.
Normally, this is the responsibility of JZ.
(4) Except in abnormal situations, company ground stations should avoid
voice communication with an aircraft during taxi, takeoff, climb, descent
and landing. Flight crew shall observe the sterile cockpit policy.
(5) Company radio shall maintain a designated frequency at applicable
stations and keep radio watch.
Company communications should include :
a. Landing time, and possible time change.

b. Required mechanical repairs after arrival.
c. Change of passenger and/or crew numbers.
d. Request for gate assignment.
e. Other pertinent information such as that relating to special passenger

needs.
(6) When company radio is found to be inoperative the affected ground
station should establish an alternative means of communication and
notify the required company units and personnel
7.3.1.3. General Communication Procedures
(1) Prior to takeoff, flight crew should determine that the communication
equipment complies with MEL requirements.
(2) Except for distress and emergency communication, flight
crewmembers should ensure that the channel is clear before speaking.
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(3) An assigned ATC frequency, once established, shall not be left without
ATC permission.
(4) During flight, the flight crew should maintain a listening watch on 121.5
MHz if, at least, two independent radios are available in the cockpit.
7.3.2 Communication Monitoring and Alerting
Communication monitoring by OD or ground handling agent, is set to

continuously maintain a tight alerting network within the system to obtain
flight information and to provide necessary assistance.
7.3.2.1 Operation of Aircraft Station
Flight crewmembers shall monitor active communication channels while the

aircraft is in flight or preparing for flight. Radios should be tuned as follows:
(1) On the ground — Appropriate ATC and Company operations

frequencies.
(2) In flight — Appropriate ATC and guard (emergency) frequencies.

7.3.2.2 System-wide Operation - JZ
(1)Responsible area
JZ is responsible for system-wide communication alerting service and

supervising/supporting outstations. Refer to Dispatch Manual for
specified policies and procedures.
(2)Flights to be Monitored
Flights to be monitored include all scheduled flights, charter flights, ferry

flights, training flights, test flights, special flight…etc.
(3)Monitoring should occur, when:
a. flights are in preparation for operations;
b. flights are enroute to destination or alternate;
c. aircraft is in the process of diverting (including subsequent actions);
d. an aircraft is overdue;
e. flights are in urgency or distress until the situation has been resolved.
(4)OD shall alert the flight crew, on flights being monitored, when:
a. any information arises that may affect the flight crew’s safety
operation;
b. any information arises that may affect the safety of the flight,
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including, but not limit to, changes in NOTAMs, METAR, or TAF

reports which significantly affect destination, intermediate destination,
alternate, or ETP airports.
7.3.2.3 Operation at Outstations
(1) Advisory area
Outstations are responsible for communication monitoring and alerting

service within their advisory areas (within VHF range) and to provide
flight information to OD.
(2) Flights to be monitored
The flight monitoring services will include all scheduled flights, charter
flights, ferry flights and special flights operating to or overflying their
advisory area.
(3) Monitoring period
During the entire time that CAL flights are operating within the advisory
area.
7.3.3 ACARS and SATCOM Operations

7.3.3.1 General
(1) Free-text message is charged per character. Therefore when

downlinking or uplinking free-text messages, irrelevant or unnecessary
data, such as flight identification, greetings, or salutations should be
avoided.
(2) A request for confirmation should be included in important messages.

All parties receiving such requests should promptly provide
confirmation by appropriate means.
(3) All uplinked messages shall include the SITA address of the sender at
the end of every message.
(4) Standard abbreviations should be used when appropriate.
(5) Requests for weather updates on long-haul flights should be made in

recognition of the normal reporting period for TAF and METAR reports.
TAF is usually published four times daily, every six hours at
0000,0600,1200,1800 UTC. Even though TAFs may be revised at
times other then the regular intervals, TAFs need not be requested
every couple of hours.
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7.3.3.2 SATCOM Voice Links
SATCOM voice shall be used for company business only.

7.3.3.3 Controller-Pilot Data Link Communication (CPDLC)
CAA has authorized the B747-400 fleet to conduct CPDLC operation in

CPDLC airspace.
A. Qualification
Flight crewmembers must be properly qualified in accordance with the

TM before conducting CPDLC operations.
B. CPDLC Operational Recommendation
To avoid ambiguous or incomplete communications, flight crew should

comply with the following recommendations :
! Communications initiated with ATS by voice should be completed by

voice. Communications initiated with ATS using CPDLC should be
completed, whenever possible, using CPDLC.
! The downlink response “ WILCO” indicates “Will comply” meaning

that the flight crew understands and accepts fully the terms and
conditions of the entire uplink message, including any ATC clearance
or instruction. Neither the downlink response “AFFIRM” (meaning,
‘Yes’) nor “ROGER” (meaning, ‘I understand’) is acceptable as an
acknowledgement or reply to any ATC clearance or instruction. In
general, the flight crew’s interface with the CPDLC function will only
present the appropriate available responses for each uplink message.
Flight crew should not circumvent this protection by utilizing free text
to respond.
! Include only a single request in each CPDLC clearance request

message.
! Use pre-formatted message elements for CPDLC messages to the

maximum extent. Free text should be used only to supplement a
formatted message when no pre-formatted message element is
adequate.
! Send a CPDLC position report after successful logon and after each
CPDLC transfer of control to the next ATS facility. Flight crew should
not expect a controller response to a position report.
! Any uncertainty concerning a CPDLC clearance or instruction or any

apparent conflict between a voice message and a CPDLC message
must be resolved using voice communications. Be particularly
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cautious before acting on a CPDLC conditional clearance. e.g., “At

XXX (fix or time), CLIMB TO XXX (altitude or flight level)”.
! Pilot’s response to an ATC clearance should follow the P-T-A (Print,

Talk, Action) principle as follows: (1) the clearance should first be
printed, (2) CM1 and CM2 should evaluate/discuss the print-out, and
agree on the applicability of the clearance, (3) execute the required
action(s).
! Unable to Logon. If unable to establish a data link connection,

inform ATS by HF or VHF voice using the following terminology:
“ UNABLE C-P-D-L-C LOGON”
ATC will respond, “ ROGER. CONTINUE ON VOICE.”
! Problems after logon. If problems are experienced with the

CPDLC connection, logoff and report through HF or VHF, “CPDLC
terminated due to (State the reason.) Continuing on voice.
! CPDLC terminated. If CPDLC was terminated unexpectedly, report

through HF or VHF, “CPDLC” connection failure”. If termination
occurs at an FIR boundary where CPDLC to CPDLC transfer was
expected, log on to the next Oceanic Center.
! Service Not Terminated. If the CPDLC “ATC COMM

TERMINATED” scratchpad message is not received after leaving
airspace in which CPDLC has been used and entering airspace in
which the service is unavailable, log off.
7.3.4 Priority for Communications with CAL or Handling Agent
The options for communications are recommended in descending order, as

follows:
(1) VHF communications on company frequency
(2) ACARS VHF/HF datalink
(3) ACARS SATCOM datalink
(4) VHF and HF phone patch
(5) SATCOM voice
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7.4 AIR-AIR COMMUNICATION
Air to air communications frequencies (i.e., 123.45 MHz), as published in

the Jeppesen Enroute charts, may be used for communication between
enroute aircraft.
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7.5 GROUND-GROUND COMMUNICATION
CAL shall establish Aeronautical Fixed Telecommunication Network

(AFTN), SITA telex, fax and telephone,…etc., for information exchange
between stations/offices and associated authorities.
(1) Communication equipment must be maintained in operative condition at
all times. If a malfunction occurs, the party discovering the malfunction
shall immediately notify the maintenance unit for repair. During the time
of AFTN or SITA malfunctions (but not limited to), the messages should
be transmitted by telefax, telephone or other means available.
(2) All messages should be handled without delay.
(3) The records must be filed for at least three months.
(4) If messages are received via telephone, the telephone records shall be
filed.
(5) For ground to ground company communications, SITA telex should be
used whenever available.
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7.6 RADIO FAILURE, UNLAWFUL INTERFERENCE AND INTERCEPTION
7.6.1 Radio Failure
If a radio communication failure precludes compliance with the frequency

assigned by ATC, the aircraft shall comply with the following procedures:
A. The aircraft station shall attempt to establish contact on another
frequency appropriate to the route.
B. If the attempt specified in (A) above fails, the aircraft station shall
attempt to establish communication with other aircraft or other
aeronautical station on frequencies appropriate to the route.
C. If the attempts specified in the above fail, the aircraft station shall
transmit its message twice, in the blind, on both primary and secondary
frequencies, preceded by the phrase "TRANSMITTING BLIND".
D. When an aircraft station is unable to establish communication due to
receiver failure, the message transmitted shall be preceded by the
phrase "TRANSMITTING BLIND DUE TO RECEIVER FAILURE".
During this procedure, the aircraft shall also advise the time of its next
intended transmission.
E. In addition to the above, if necessary, the PIC should select transponder
MODE S CODE 7600.
7.6.2. Unlawful Interference

A. An aircraft which is being subjected to unlawful interference shall
endeavor to select SSR MODE S, CODE 7500 and to notify the
appropriate ATS unit of this fact, any significant circumstances
associated therewith and any deviation from the current flight plan
necessitated by the circumstances, in order to enable the ATS unit to
give priority to the aircraft and to minimize conflict with other aircraft.
B. When ATC requests to confirm the 7500 CODE, the Captain may
confirm it or give no response depending on the actual situations.
C. In any case, ATS units will endeavor to recognize any indication of such
unlawful interference and will attend promptly to requests by the aircraft.
Information pertinent to the safety conduct of the flight will continue to be
transmitted and necessary action will be taken to expedite the conduct
of all phases of the flight.
7.6.3. Interception
Refer to “Interception” under the “EMERGENCY” section of the Jeppesen

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Manual.
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7.7 DISTRESS AND URGENCY
When feasible, all flights shall monitor VHF 121.5 MHz to receive
emergency communications.
Refer to “Distress and Urgency Radiotelephony Communication

Procedures” under the “EMERGENCY” section of the Jeppesen Manual.
Use of the words such as “PAN-PAN” and “MAYDAY” should be used to

establish communication priority in accordance with ICAO procedures.
It is China Airlines policy that MAYDAY shall be declared in the case of fuel
emergencies (<15 minutes fuel remaining), whenever landing priority is
mandatory, or in any situation that could result in traffic conflicts due to
deviation from an ATC clearance. This includes, but is not limited to, a rapid
descent following sudden decompression.
The urgency call, PAN-PAN, shall be used whenever it is necessary to

establish priority communication with ATC or other stations. Situations that
warrant the use of PAN calls include any condition which requires diversion
to the nearest suitable airport, pilot incapacitation during single-crew
operations, minimum fuel operation (<30 minutes fuel remaining), or a
passenger medical emergency.
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7.8 COMMUNICATION FOR SEARCH AND RESCUE
Refer to “Search and Rescue” under the “EMERGENCY” section of the

Jeppesen Manual.
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7.9 RADIO TELEPHONY
7.9.1 General
The contents of this section have been extracted from ICAO Annex 10,
Volume II. It is not all encompassing, only phraseology and procedures that
relate directly to routine airline operation have been included.
When considering the worldwide coverage of CAL route structure and the
diversity of our pilots, the importance of always adhering to standard ICAO
radio phraseology and procedures is strongly recommended.
7.9.2 Standard Phraseology
All flight crewmembers should adhere to the standard phraseology as

published in ICAO Annex 10, Volume II.
7.9.3 Reports
The following reports shall be made to ATC without specific ATC request.
A. At all times
(1) When leaving any previously assigned flight level/altitude for a

newly assigned flight level/altitude.
EXAMPLE:
DYNASTY ZERO ZERO FIVE LEAVING FLIGHT LEVEL THREE

ONE ZERO FOR FLIGHT LEVEL TWO EIGHT ZERO.
(NOTE: It is neither required nor desired to report when reaching a

previously assigned flight level/altitude, unless specifically
requested by ATC.)
(2) Change in average true airspeed (at cruising altitude) when it varies
by 5% or 10 knots (whichever is greater) from that filed in the flight
plan.
(3) Time and altitude/flight level upon reaching a holding fix or point to
which cleared.
(4) When leaving an assigned holding fix.
(5) When an approach has been missed.
(6) When encountering weather conditions that have not been

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forecasted or hazardous conditions which have been forecasted.
(7) When a malfunction of a ground/airborne navigation equipment

encountered in flight which may result in navigation difficulty.
B. When not in Radar Contact
(1) When leaving the FAP/FAF inbound on final approach (Non

precision approach), or when leaving the outer marker or the fix
used in lieu of outer marker inbound on final approach (Precision
approach).
(2) A corrected estimate at any time it becomes apparent that an

estimate as previously submitted is in error in excess of ETA ± 3
minutes.
7.9.4 ATC Clearance
The guiding principle is that the most recent ATC clearance has
precedence over the previous ATC clearance. When the route or altitude in
a previously issued clearance is amended, the controller will restate
applicable altitude restrictions.
ATC clearance to an altitude higher than SID altitude restriction, cancels

the lower SID restrictions. However, if there is any doubt, the clearance
should be confirmed.
EXAMPLE:
A flight from TPE to HKG receives it's clearance to HKG via the MK5 SID to
maintain FL 310. The MK5 SID has certain altitude crossing restrictions.
Shortly after take off the flight is informed that it is in radar contact and that
it is cleared to FL 310. In this scenario the SID altitude crossing restrictions
are canceled, if the SID altitude crossing restrictions were still applicable,
the controller would have restated them.
(NOTE: At or above altitude restrictions due to terrain are always

applicable.)
EXAMPLE :
Approach control issues a speed restriction during initial approach. The

flight has commenced a radar vector turn to final and wishes to begin speed
reduction. The flight must request approval for the speed change prior to
reducing below the previous-assigned speed. However, when approach
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control states “clear for approach”, the aircraft may reduce speed as
required unless the clearance contains a further speed restriction.
When ATC issues a clearance, the flight crew is expected to promptly

execute it on acknowledgment. (e.g. descent clearance--when ATC has not
used the term "At pilot’s discretion", flight crew shall initiate descent on
acknowledgment of the clearance.)
Flight crew should, as good operating practice, state altitude and any ATC
assigned restrictions such as heading upon initial radio contact with the
next assigned controller.
7.9.5 Communication Procedure

7.9.5.1 Oceanic Position Reports
The position report should include the following items :
! Identification
! Position
! Time
! Altitude or Flight Level
! Name and ETO of next compulsory reporting point.
! Name of the succeeding reporting point(compulsory or non compulsory)
! Pertinent remarks
! Omit meteorological information unless requested or M is indicated

adjacent to the waypoint.
7.9.6 Additional Notes

A. Flight crew of heavy aircraft shall include the word "Heavy" immediately
after the aircraft call sign in the initial radio contact between the aircraft
and approach control on arrival, and clearance delivery or ground
control on departure. It is neither required nor desired to include the
word "Heavy" at any other time.
(NOTE: FAA regulations deviate from ICAO standard in that flight crew
of heavy aircraft should use the word "Heavy" in radio communications
when operating in the USA.)
B. All reports/requests made by the flight crew shall be short and concise.
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Chapter 8 Page 8-1
Passenger Service and Ground Handling
Rev. 2
Chapter 8 Passenger Service and Ground Handling
Table of Contents
8.1 CUSTOMER SERVICE PHILOSOPHY ................................................... 8-3

8.1.1 Safety and Customers Come First........................................................... 8-3
8.1.2 Responsibility........................................................................................... 8-3
8.1.3 Teamwork ................................................................................................ 8-4
8.2 PASSENGER HANDLING....................................................................... 8-5

8.2.1 Passenger Acceptance ............................................................................ 8-5
8.2.2 Passenger Documents............................................................................. 8-5
8.2.3 Boarding and Boarding Status ................................................................. 8-5
8.2.4 Denied Boarding ...................................................................................... 8-5
8.2.5 No-Show Passengers .............................................................................. 8-6
8.2.6 VIP ........................................................................................................... 8-6
8.2.7 Carriage of Firearm.................................................................................. 8-7
8.2.8 Expectant Mothers ................................................................................... 8-7
8.2.9 Unaccompanied Minors (UM) .................................................................. 8-8
8.2.10 Pets in the Cabin ..................................................................................... 8-8
8.3 SEATING POLICIES ............................................................................... 8-9

8.3.1 Maximum Number of Passengers............................................................ 8-9
8.3.2 Upgrading/Downgrading .......................................................................... 8-9
8.3.3 Crew Seats/Crew Rest Facilities.............................................................. 8-9
8.4 CABIN MANAGEMENT POLICIES....................................................... 8-11

8.4.1 Alcoholic Beverages .............................................................................. 8-11
8.4.2 Smoking................................................................................................. 8-11
8.4.3 Carry-on Baggage ................................................................................. 8-11
8.4.4 Use of Electronic Devices During Flight................................................. 8-12
8.5 SPECIAL PASSENGER SITUATIONS.................................................. 8-14

8.5.1 Fueling with Passengers On Board ....................................................... 8-14
8.5.2 Disabled or Diseased Passengers......................................................... 8-14
8.5.3 Carriage of Prisoners ............................................................................. 8-16
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8.5.4 Guards or Escorts .................................................................................. 8-16

8.5.5 Intoxicated or Unruly Passengers ......................................................... 8-17
8.5.6 Medical Emergency ............................................................................... 8-18
8.6 SCHEDULE RELIABILITY .................................................................... 8-20

8.6.1 Maintaining the Schedule....................................................................... 8-20
8.6.2 Delays.................................................................................................... 8-20
8.6.3 Delay Reports ........................................................................................ 8-20
8.6.4 Passenger Consideration Following Delay ............................................ 8-21
8.6.5 Passenger Handling Following Diversion............................................... 8-21
8.7 CARGO LOADING (FREIGHTER AIRCRAFT)..................................... 8-22
8.8 DANGEROUS GOODS ......................................................................... 8-23

8.8.1 Information to the PIC ............................................................................ 8-23
8.8.2 Crew Responsibility and Authority ......................................................... 8-24
8.8.3 Spillage, Leakage or Fire ....................................................................... 8-24
8.8.4 Emergency Procedures ......................................................................... 8-25
8.9 PA ANNOUNCEMENTS ........................................................................ 8-27
8.10 CREW AND PASSENGER MANIFESTS .............................................. 8-28
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8.1 CUSTOMER SERVICE PHILOSOPHY
CAL operates in a highly competitive market. Success in this market

depends on the individual efforts of each of our employees to
enthusiastically serve and fulfill our customers needs, to the best of our
ability. Each employee is encouraged to take the initiative and apply good
judgement when meeting the reasonable needs of the customers. Each of
CAL’s customers are different and should be treated with the appropriate
respect and attention that is required. If an employee can not satisfy an
individual request, it is important that the request be directed to an
individual who is able to assist. In the event that a customer’s request can
not be fulfilled, then an apology should be offered with an explanation of the
reason why a request can not be granted. Alternative means to resolve the
situation should always be offered. However, employees shall not offer
customers solutions which are unattainable. If the customer is unwilling to
accept the explanation or solution, the employee will direct the customer to
a duty manager for assistance or to file a complaint report.
8.1.1 Safety and Customers Come First
CAL Quality Policy is “Safety and Customers Come First.” This concept
provides a priority system for decisions relating to passenger service issues.
All crewmembers are expected to serve each passenger to the best of their
ability. However, there will be times when the safety and comfort of other
passengers can be adversely affected by excessive focus on one or a few
passengers. In those cases, crewmembers should use good judgement in
dealing with the few in the interests of the many. CAL never expects
crewmembers to compromise flight safety or overall service quality to
satisfy unreasonably demanding passengers.
8.1.2 Responsibility
Prior to closing the aircraft door, responsibility for passenger service

decisions rests with the Station Agent/Boarding Supervisor. This
responsibility extends to seat assignments, overbooking issues, removal of
carry-on bags, removal of problem passengers, removal of no-show
passenger baggage, and arrangements for transit passengers.
Passenger boarding will only be commenced with the approval of the PIC.
When ready to board, the Station Agent/Boarding Supervisor will notify the
Purser who will, in turn, call the PIC to request approval to commence
passenger boarding.
After the cabin door has been closed, the Purser is in charge of all
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passenger service and cabin security issues. The Purser shall keep the PIC
informed regarding any passenger or cabin security problems during flight
and will comply with the directions from the PIC.
The PIC is responsible for making the final decision regarding any issues
involving the suitability of passengers for boarding or the need to divert a
flight due to medical emergency, in-flight disturbances, or for security
reasons.
8.1.3 Teamwork
Good service is the result of good teamwork. All employees must

remember that each member of the team has an important job to do, which
often depends on support and good communication from others.
PICs are responsible for informing Operations, Line Maintenance, and

Pursers of operational irregularities and likely delays, and vice versa.
Passenger Service Agents and Ground Handling personnel are responsible

for notifying the PIC of any ground handling or passenger boarding
irregularities.
Line Maintenance will advise the PIC any noted mechanical discrepancies
and provide an estimate of time needed to effect repairs.
The PIC’s final decision regarding operation of the flight will be made
consistent with the MEL after consulting with line maintenance.
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8.2 PASSENGER HANDLING
8.2.1 Passenger Acceptance
Only those passengers whose physical condition, mental condition, and

behavior is not likely to jeopardize the safety of the aircraft or its occupants
may be accepted for boarding. If a passenger appears unsuitable for
boarding, the PIC, Purser, and Station Agent/Boarding Supervisor shall
confer.
The final decision regarding acceptability shall be made by the PIC.
8.2.2. Passenger Documents
Station personnel are responsible for checking and validating passenger

tickets, passports, and necessary visas for destination countries.
The Purser is responsible for ensuring that required embarkation

/disembarkation forms, custom documents for passengers/crew, and
crew/passenger manifest are onboard prior to departure.
8.2.3 Boarding and Boarding Status
Passengers may be boarded only if the minimum number of cabin crews

(refer to Chapter 3) and at least one flight crewmember are at their duty
stations. Passengers must be disembarked at intermediate stations unless
the minimum crew complement remains on board the aircraft.
Passenger boarding will not normally be commenced until the cabin has
been cleaned and catered, the aircraft is released by Maintenance, and
aircraft fueling has been completed. At the discretion of the PIC, passenger
boarding may be commenced prior to completion of fueling or Maintenance
release.
The Purser will advise the PIC when the cabin is ready for boarding and
obtain the PIC’s approval. The Purser will also advise the PIC of any delays
in passenger boarding and when passenger boarding is completed.
8.2.4 Denied Boarding
Crewmembers and Stations Agents/Boarding Supervisors should deny

boarding to passengers who exhibit any of the following characteristics:
• Persons who are, or appear to be, intoxicated or under the influence of

drugs.
• Unruly, obnoxious, or disorderly behavior to the extent that the person is

likely to become a threat to the safety of passengers or crew.
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• Erratic behavior, indicative of an unstable or demented mental state.
• Expectant mothers, after 32 weeks of pregnancy, unless cleared in

writing by their physician. All such passengers much sign appropriate
liability waivers.
• Persons with a contagious disease or questionable medical condition

who do not provide a medical certificate, authorizing travel and stating
the precautions necessary to prevent infection of others.
• Persons who require supervised care during a flight but who are not
accompanied by a suitable escort.
• Persons who refuse to permit search of their person or property for

explosives or concealed deadly weapons / articles.
• Persons who refuse on request, to produce positive identification.
• Persons who refuse to follow the lawful and reasonable instructions of

crewmembers or public authorities.
8.2.5 No-Show Passengers
Passengers who check in at the ticket counter sometimes fail to make it to

the aircraft prior to departure time. In such cases, it is the responsibility of
Station Agent/Boarding Supervisor to decide whether or not to delay the
flight. However, such decisions should be made only after consulting with
the PIC regarding ATC considerations, such as mandatory slot times for
departure.
It is the responsibility of the Purser to ensure that all of the “no show”
passenger’s checked baggage and personal effects have been removed
from the aircraft prior to departure.
8.2.6 VIP
8.2.6.1 Definition
The following persons are considered to be VIP:
• Heads of State (and family), Deputy Heads of State (and family) or any
other dignitaries that the Foreign Ministry of the ROC designates and is
approved by the Premier of the Executive Yuan of the ROC.
• ROC military chief commanders, or others of higher rank.
• Any other dignitary approved by the Reservation Section and Public

Relations Office by official notification.
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8.2.6.2 Flight Crewmember Responsibility
Time permitting, the PIC should greet VIPs after they have been seated in
the passenger cabin. He/she should be in full uniform (except caps) during
this greeting.
If the passengers is seated in First Class, other First Class passengers may
also be greeted if time permits.
This courtesy greeting may be eliminated if flight deck duties do not allow
sufficient time.
8.2.7 Carriage of Firearm
No passenger may carry firearms aboard an aircraft without prior written

approval from the Safety and Security Management Office (TPEPF). Only
those passengers with a legitimate need to carry weapons will be issued
such approvals. It is the responsibility of Ground Services personnel to
deliver approvals to the PIC.
A. In special cases, the following authorized persons performing duties on

board the aircraft may be permitted to retain custody of his/her firearm
and ammunition:
• Security personnel accompanying President (and family), Vice
President (and family), Chief and Deputy Chiefs of the five Yuans of
the Republic of China (ROC)
• Security personnel accompanying foreign head of state(and family),
deputy head of state (and family) or any other dignitaries that the
Foreign Ministry of the ROC designates and is approved by the
Premier of the Executive Yuan of the ROC.
B. The following rules must be observed:

• The person must identify him/herself to CAL personnel at time of
check-in.
• Unless specially approved, the firearm(s) must be unloaded. The
firearm(s) and ammunition must be handed over to the PIC for
stowing in the safekeeping locker which is inaccessible to the
passengers during flight. A “Notification to Captain – Carriage of
Small Weapon In Safe-Keeping Locker” form should be furnished to
advise the PIC of the relevant passenger information.
• At the destination, the firearm(s) and ammunition shall not be
returned until the owner is inside the terminal.
8.2.8 Expectant Mothers
Expectant Mothers are not normally regarded as incapacitate. Pregnant
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women will be accepted without a medical certificate up to the end of their

32nd week of pregnancy and confinement is not expected in less than 8
weeks.
During the last 4 weeks of pregnancy prior to giving birth, an expectant

mother shall not be accepted for carriage on CAL flight. However, for urgent
or humanitarian reasons, expectant mother may be accepted for carriage
after the limiting dates, but only with the consent of a qualified physician
and if they are accompanied by a physician, nurse, or other person
qualified to render assistance in the event of birth.
New mothers may not be carried aboard CAL aircraft within fourteen days
after delivery.
8.2.9 Unaccompanied Minors (UM)
• Infants under three months of age shall not be accepted for carriage on an
unaccompanied basis.
• No more than four UMs may be accepted on one flight.
• UMs under eight years of age shall not be accepted to travel in

First/Dynasty Classes.
• Once a UM is accepted for carriage, he/she shall not be removed at the

origin or any intermediate point to relieve an oversold situation.
8.2.10 Pets in the Cabin
The carriage of pets in the cabin of a CAL aircraft is prohibited.
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8.3 SEATING POLICIES
Seat assignment principles are prescribed in the PSM and handled by

ground service personnel.
Passengers in the following categories shall not be seated in rows adjacent
to emergency exits:
• Unaccompanied minors;
• Passengers traveling with infants and children;
• Pregnant women;
• Disabled or incapacitated passengers; and
• Prisoners in custody or deportees.
8.3.1 Maximum Number of Passengers
The maximum number of passengers aboard each aircraft is shown in the

following table. However, children under the age of two may be carried in
the arms of passengers.
Type of A/C Number of Passengers

B744 (Modified) 397 persons + 45 infants
B744 (Pre-modified) 411 persons + 45 infants
B742 356 persons + 40 infants
B738 158 persons + 15 infants
MD11 304 persons + 30 infants
AB6 265 persons + 30 infants
A340 258 persons + 25 infants
8.3.2 Upgrading/Downgrading
Flight crewmembers are not authorized to upgrade or downgrade any

passenger. This decision rests strictly with the Station Agent/Boarding
Supervisor prior to the time cabin doors are closed and with the Purser
while airborne.
8.3.3 Crew Seats/Crew Rest Facilities
Crew rest seats includes jump seats and those seats designated to be used
for crewmember rest during flight.
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Crew rest seats shall be used by crewmembers for rest purposes. Under no
circumstances shall these seats be assigned or sold for passenger use.
Regarding seating assignment for ACM crew, refer to Chapter 3.
S-Flight Supervisors or Observers must be assigned a cabin seat.

Supervisors will be assigned First Class, Dynasty Class, then Economy
seating; Observers will be assigned Dynasty Class then Economy seats.
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8.4 CABIN MANAGEMENT POLICIES
Inspection and preparation of the cabin prior to departure is the

responsibility of the Purser. When the cabin is ready for boarding, the
Purser will notify the PIC.
Cabin inspections are a very important part of flight safety. Careful checks
of all cabin safety equipment, doors, and electrical appliances can prevent
serious problems after departure. Any instance of electrical malfunctions
should be carefully investigated prior to departure.
Cabin crews must thoroughly inspect the cabin for contraband, packages,
or personal items from a prior flight. Many bomb threats result from such
material. The presence of any suspicious items should be immediately
reported to the PIC.
8.4.1 Alcoholic Beverages
Passenger may consume only those alcoholic beverages served by CAL.
The following passengers may not be served alcoholic beverages:
A. Persons who appear to be intoxicated.
B. Prisoners or deportees.
C. Any person who is authorized to carry a weapon aboard the aircraft.
D. Any person who is behaving erratically or in an unruly fashion.
8.4.2 Smoking
Smoking anywhere on board a CAL aircraft is prohibited. Cabin crews will

make appropriate no smoking announcements and flight crewmembers will
leave the No Smoking sign illuminated throughout the flight.
8.4.3 Carry-on Baggage
Carry-on baggage regulations appear in the FAOM and SEP manual.
Carry-on baggage regulations have been established to ensure that cabin

baggage does not obstruct egress in the event a passenger evacuation is
required and to reduce dangers created by improperly stowed cabin
baggage during flight in turbulent conditions.
The basic rule for carry-on baggage is that it must be able to be stowed
under the seat in front of the passenger, in the overhead bins, or in coat
closets provide for first class and business class passengers.
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The Purser is responsible for inspecting the cabin for proper stowage of
carry-on baggage prior to push-back from the gate and for removal of
excessive or improperly stowed cabin baggage.
Passengers who wish to carry fragile or oversized personal effects such as

musical instruments on board may purchase an additional seat. These
items may then be loaded onto the seat and secured. Seat-loaded carry-on
items are subject to the following limitations:
• The item will not damage the seat.
• The item is properly secured with the seatbelt and inspected by the
Purser.
• Weight does not exceed 50 kgs. per item and 75 kgs. per seat.
• The item does not extend above the top of the seat back unless stowed
in the rear-most row of passenger seats with the cabin.
• The item is not loaded in a passenger exit row.
8.4.4 Use of Electronic Devices During Flight
Use of the following electronic devices is prohibited during flight below

10,000 ft MSL:
• Citizen band (CB) radios
• Cellular telephones
• Transmitters that remotely control devices such as toys
• Portable compact disk players
• Transmitting devices
During takeoff and landing:
• Audio or video recorders
• Audio or video playback devices
• Electronic entertainment devices
• Computers and peripheral devices
• Calculators
• FM receivers
• TV receivers
• Electronic shavers
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Prior to takeoff, the cabin crew will make an announcement regarding the
use of electronic devices.
If navigational irregularities are noted, the PIC should make a PA,

instructing passengers to discontinue use of the above mentioned
electronic devices.
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8.5 SPECIAL PASSENGER SITUATIONS
8.5.1 Fueling with Passengers On Board
Refer to Chapter 4.
8.5.2 Disabled or Diseased Passengers
8.5.2.1 Definitions
• Disabled Individual. Any passenger who has a physical or mental

impairment which limits major life activities, who has a record of such
impairment, or who appears to have such an impairment.
• Physical or Mental Impairment. Includes impairments such as blindness,

speech or hearing impediments, cerebral palsy, epilepsy, muscular
dystrophy, multiple sclerosis, muscular dystrophy, acute cancer or heart
disease, diabetes, mental retardation, emotional illness, drug addiction,
and alcoholism.
• Restricted Activity: Physical limitations such as an inability to care for

one’s self, unable to walk, unable to breathe unassisted, or immobility due
to injury or illness.
8.5.2.2 General Prohibition
Disabled passengers must be accompanied by qualified medical or support

personnel if:
• A person is traveling in a stretcher or incubator;
• The person is mentally incapable of understanding and responding to

safety instructions;
• The person is immobilized to the extent they are unable to evacuate

themselves from the aircraft in an emergency;
• The person suffers a severe vision or hearing impairment and cannot

communicate with crewmembers or comprehend a safety briefing.
CAL is under no obligation to provide special assistance to disabled or

incapacitated passengers in feeding themselves, toilet activities, and/or the
administration of medical treatment.
8.5.2.3 Medical Certificates
A valid medical certificate from qualified medical personnel must be

delivered to the Purser prior to boarding for any passenger who:
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• Is traveling in a stretcher or incubator;
• Need medical oxygen during flight.
• Had a medical condition that is unstable and cannot be reasonably

expected to complete the flight without extraordinary medical assistance;
or
• Has a communicable disease or infection.
This medical certificate must verify that the passenger is authorized to fly
and will not be a risk to other passenger during the flight.
8.5.2.4 Seat Assignment
Disabled passengers may be seated near an entry door or a galley, but will
not be seated in rows having emergency exits.
8.5.2.5 Medical Oxygen
Passengers requiring oxygen for medical use shall ONLY use medical
oxygen bottles provided by CAL. The passenger's own oxygen shall not be
used or carried in the passenger cabin. However, the passenger's oxygen
container may be carried as checked baggage if it is empty and free of
pressure. CAL will supply the passenger with a facemask and a nasal
cannula (nasal tubes). A mask or cannula carried by the passenger may be
used if the device fits CAL oxygen bottles. The emergency oxygen bottles
that are carried on board the aircraft are intended for emergency use only.
However, if a passenger's medical oxygen is depleted enroute, the
emergency oxygen bottles may be used.
When medical oxygen is boarded, the proper forms must be completed by

the purser, and the following procedures shall be followed:
• The Purser will notify the Captain that medical oxygen equipment is
being boarded.
• Smoking is not permitted within 10 ft of medical oxygen equipment.
• Medical oxygen equipment must be stowed and each person using it

must be seated so as not to restrict access to or use of any emergency
exit or aisle in the passenger compartment.
8.5.2.6 Stretcher Patients
Only one stretcher passenger per aircraft is allowed.
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8.5.3 Carriage of Prisoners
Prisoners accompanied by armed or unarmed guards or military escorts

may be accepted for transportation, subject to the following conditions:
A. Maximum Risk. Law officers will declare on Company forms whether or

not the passenger is a maximum risk prisoner. Only one such prisoner
may be accommodated on each flight and two guards must
accompany them.
B. Non-maximum Risk. These prisoners may be accompanied by only a

single guard. That guard may be responsible for the Non-maximum
Risk passengers.
C. Crew Advisory. The Boarding Supervisor or Station Agent is

responsible for notifying the PIC and Purser of the presence and
location of prisoners aboard the flight.
D. Boarding. Whenever possible, prisoners and their guards shall be

boarded before any other passengers and deplaned after all
passengers have disembarked.
E. Seating. Prisoners and their guards must be seated in the rear-most

available coach passenger seats, but not near any emergency exit. No
prisoner may be seated next to any regular passenger. No prisoner
may be in leg irons or be handcuffed to the aircraft.
F. Restraining Devices. Maximum risk prisoners must be handcuffed

throughout the flight. Guards must carry handcuffs when escorting
other than maximum risk prisoners.
8.5.4 Guards or Escorts
Guards or escorts to disabled passengers, deportees, or prisoners are

subject to the following rules:
A. Must at all times remain with the passenger they are accompanying.
B. Must make a personal inspection of the toilet area prior to and after
use by the accompanied passenger.
C. Must brief cabin crews regarding any special considerations or needs

of the passenger.
D. Must sit between the passenger and the aisle.
E. Must not consume alcoholic beverages.
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8.5.5 Intoxicated or Unruly Passengers
Intoxicated or unruly passengers can be a danger to everyone onboard a

CAL flight. It is the responsibility of ground personnel and the Purser to
detect such passengers and prevent them from boarding a flight. In any
case of disagreement about the acceptability of a passenger, the PIC will
be notified and will make the final decision.
If intoxication or unruly behavior is noticed after departure, the offending

passenger should not be served any alcoholic beverages. Cabin
crewmembers should then closely monitor the passenger for further signs
misconduct.
8.5.5.1 Misconduct Defined
Passenger misconduct usually falls into one of the following three

categories:
• Minor Misconduct. Examples include disorderly conduct, verbal abuse of

crew or passengers, harassment, or intoxication. The Purser will notify
the PIC of these incidents in flight and the PIC will notify the destination
station. Station Agents will meet the aircraft to counsel the passenger.
Depending on the passenger's attitude, future travel aboard CAL flights
may be denied.
• Violation of Regulations. Examples include smoking on the aircraft,

tampering with a smoke detector, failing to observe fasten seat belt
signs, operation of unauthorized electronic devices, or tampering with
aircraft equipment. The Purser will notify offending passengers of the
nature of their violation, using the appropriate Letter of Warning to the
passenger, and advise the PIC if the problem continues. The PIC will
notify the destination station prior to arrival and a Station Agent will meet
the aircraft to counsel the passenger. Depending on the passenger's
attitude, future travel aboard CAL flights may be barred.
• Criminal Acts. Examples include unauthorized carriage of a weapon,

bomb threats, hijacking or attempted hijacking, interference with
crewmembers in the performance of their duties, use of contraband
(drugs, etc.), and deliberate damage to Company property and/or
employees. The Purser will notify offending passengers of the nature of
their offense, using the appropriate Letter to Passenger, and promptly
advise the PIC.
The PIC will assess the situation and will promptly notify Dispatch if it is
determined that a criminal act has occurred that could undermine flight
safety or the safety of passengers or crewmembers. The message to
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Dispatch should include the name of the passenger, the nature of the
offense, the time and place of the occurrence, and any planned change to
the flight plan. Dispatch is responsible for notifying law enforcement officials
and ground operations personnel at the destination airport. Time permitting,
the PIC should send a message to the destination station.
8.5.5.2 Misconduct Involving Safety
Pursers will immediately inform the PIC of any passenger conduct which
threatens safety during flight. Although disorderly conduct is normally
handled by cabin crewmembers, it is the responsibility all crewmembers to
use any reasonable means to prevent the passenger from injuring others
onboard the aircraft. Passenger restraint devices, located in the cockpit
security locker, may be used at the discretion of the PIC.
Flight crewmembers should avoid becoming involved in cabin misconduct

incidents unless flight safety is an issue. If flight safety is an issue and extra
flight crewmembers are onboard the aircraft, they should be sent to the
cabin to assist cabin crews. If no additional flight crewmembers are aboard
the aircraft, the PIC should attempt to resolve the problem with a PA
announcement. If this is not effective, CM3 or CM2 may be sent to the
cabin. Only in extreme situations should the PIC leave the cockpit to
intervene in passenger problems.
8.5.5.3 Documenting the Incident
In any case of serious passenger misconduct, crewmembers should

attempt to obtain the name and address of the offending passenger and try
to obtain corroborating statements from other passengers who have
observed the offense. Contact addresses and phone numbers should also
be obtained.
8.5.6 Medical Emergency
When a passenger encounters medical difficulties, it is CAL’s responsibility

to attempt to bring about improvement by such means as oxygen or
ammonia inhalants, and the assistance of a physician should be sought as
soon as possible. If a medical doctor responds, advise the doctor that an
Emergency Medical Kit (Doctor Kit) is available for use. Flight Crews should
ensure that the following guidelines are followed:
A. The kit may be released for use upon approval of the PIC.
B. The kit may be released for use only to a medical doctor or qualified
medical personnel.
C. If possible, the enclosed form in the Emergency Medical Kit is to be
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completed by the medical doctor or qualified medical personnel and

returned to TPE along with the Flight Documents.
D. Use of the kit should be documented by a Crew Report.
E. The Pursers Report should be made and should include the names
and addresses of the medical doctor or qualified medical personnel
and the passenger.
F. An appropriate TLB/CLB entry should be made to alert Maintenance to

replace or replenish the kit.
G. The Emergency Medical Kit is a required item for dispatch. However, a

broken seal can be accepted for aircraft release except when at the
home base.
If possible, the sick passenger should be isolated from other passenger by

removing passengers from the immediate area.
The flight crew should radio ahead for a medical doctor, paramedic, and/or
ambulance to meet the flight. Briefly describe the medical condition of the
sick passenger so the doctor or paramedic will be properly equipped.
The PIC and dispatchers will jointly determine which airport is most suitable.
The PIC will notify ATC and JZ, if possible, of his/her planned course of
action and request necessary assistance.
All necessary assistance to the sick passenger should be continued until

landing, preferably in an isolated area away from the general passengers.
The Purser will prepare aircraft for priority disembarkation of sick
passenger.
The Purser should endeavor to get the medical doctor or qualified medical
personnel to give a written statement of the passenger's conditions for the
airport authorities and to include his name and address.
Submit an Incident Report to TPE via the fastest means possible.
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8.6 SCHEDULE RELIABILITY
8.6.1 Maintaining the Schedule
Schedule reliability is third in priority after flight safety and passenger

comfort. Crewmembers should do their best to achieve on-time departures,
to keep flights on time, and to restore on time performance following a late
departure.
If flights depart late, pilots may consider operating at faster than planned
cruise speeds, to the extent safety or passenger comfort are not
compromised. Direct routings can be requested and optimum altitudes for
cruise performance may be considered. Restoring on-time performance
without sacrificing safety is the goal.
8.6.2 Delays
All members of the operating team should work to achieve on-time

departures and arrivals. When it becomes evident that a flight will be
delayed, the person who first becomes aware of the delay will notify other
members of the team.
Ground service or Maintenance personnel will advise the PIC of ground

delays. PIC will then pass this information to the Purser. Passenger Service
Agents will advise Purser of passenger handling or baggage service delays.
Pursers will inform the PIC.
Flight crewmembers who become aware of ATC departure or arrival delays

should notify the Pursuer as to the reason and extent of the delay. Flight
crewmembers should also alert destination stations of in-flight mechanical
problems, changes to scheduled arrival time, or other situations that could
affect an on-time departure of the aircraft on its next flight.
When possible, passengers should be informed of delays of more than 15

minutes by way of PA announcement. The reason for the delay should be
expressed in the most positive terms possible.
When a flight is late, acknowledge and explain the situation to the

passengers.
8.6.3 Delay Report

If the departure or arrival time of a flight is delayed more than 30 minutes
from scheduled time, pilots shall report the reasons for the delay in the
Crew Report.
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8.6.4 Passenger Consideration Following Delay
Pursers are authorized to provide special consideration to passengers in

the event of long delays. Pursers will notify the PIC if they plan to begin a
special cabin service due to a delay.
After considering cabin condition and temperature, the likely duration of the
delay, passenger state of mind, and passenger terminal conditions, they
should jointly decide on a course of action and notify station personnel of
their decision.
Under no circumstances are flight crewmembers to promise passengers

compensation for any form of service disruption.
8.6.5 Passenger Handling Following Diversion
After a decision to divert has been made, the flight crewmembers shall
inform OD promptly through the local agent or via other direct
communication methods. JZ shall be responsible for formulating a
contingency plan and for coordinating services required by the flight at the
diversion airport.
Actual arrangement may be delegated to the District General

Manager(DM)/Station Manager(KK), or adjacent station of the region,
whenever a flight diversion occurs. In the absence of a DM/KK, authority is
vested in his/her designee.
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8.7 CARGO LOADING (FREIGHTER AIRCRAFT)
(1) General considerations that permit the carriage of some substances

FORBIDDEN on passenger aircraft and, or, increased quantities on
cargo aircraft:
a. specified packaging required.
b. packages bearing “Cargo Aircraft Only” label must be accessible in

flight (with the exception of substances of Class 3, Packing Group
III, without a subsidiary risk; toxic and infectious substances - Class
6, Radioactive material - Class 7 and Miscellaneous Dangerous
Goods - Class 9).
c. reduced evacuation time for crew only.
d. availability of continuous oxygen for a prolonged period.
(2) Packages bearing “Cargo Aircraft Only” label must only be loaded onto
cargo aircraft and never on passenger aircraft.
NOTE: packages bearing “Cargo Aircraft Only” label must not be loaded on
to an aircraft which is not a dedicated freighter aircraft.
Refer to section 6 of the GOM specific aircraft loading regulations.
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8.8 DANGEROUS GOODS
Dangerous goods, as defined by IATA, shall be handled according to IATA

Dangerous Goods Regulations (DGR), the GOM, or PSM Chapter D5,
section 3.
• Dangerous goods shall be clearly marked and labeled.
• Dangerous goods shall not be carried in the cockpit and passenger

cabin.
• Dangerous goods shall be loaded and secured in a way that will prevent
any movement that could change the position of the package during
ground/air transportation.
8.8.1 Information to the PIC

NOTOC
The NOTOC acceptance is set for 30 minutes prior to ETD. A complete

NOTOC will be presented to the PIC and dispatchers by the load
controller/ramp agent.
After ensuring that dangerous goods have been correctly loaded and are
not damaged or leaking, the person supervising such loading is responsible
for signing the NOTOC. It is desirable that this person should also present
the form to the crew.
The NOTOC contains the information required to be passed on to ATC in

the event of an in-flight emergency.
Each station issuing a NOTOC shall prepare a separate NOTOC form for
each station enroute. On arrival at each station, the loading supervisor shall
collect all copies of the NOTOC forms from the flight deck (retaining the
terminating NOTOC form).
The transit and/or joining NOTOC form(s) shall be presented to the

outgoing PIC by the loading supervisor as soon as he/she reports to the
aircraft, or earlier as may be dictated by company regulations. The loading
supervisor shall sign the joining NOTOC form and obtain the PIC’s
signature. Changes or repositioning of transit dangerous goods shipment or
other special loads must be properly amended on the transit NOTOC
form(s).
The PIC must be notified of any load that is of a potentially hazardous

nature. They should also be advised of live animals as the hold ventilation
and heating system is , for some aircraft types, regulated from the flight
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Rev. 2
deck.
8.8.2 Crew Responsibility and Authority
• In case of emergency, flight crewmembers must notify authorities of the

type and quantity or any dangerous goods onboard the aircraft.
• If radioactive material is carried, the PIC is responsible for verifying that

the type, amount, and location conform to IATA rules.
• If magnetic material is transported, the PIC must ensure that it does not
interfere with navigational equipment.
• The PIC is authorized to delay departure if additional time is required to

comply with DGR.
If dangerous goods do not comply with IATA DGR, the PIC shall refuse to
accept or transport such goods. The PIC is the final authority in determining
acceptability.
8.8.3 Spillage, Leakage or Fire
• Use 100% oxygen whenever chemical fumes are evident.

Warning: Whenever 100% oxygen is in use, extreme care should be
taken into consideration as to its use when in the vicinity of a
fire.
• For chemical fires, BCF extinguishers are generally the most suitable.
• In the event that leakage or spillage of hazardous material occurs, no

contaminated article may be handled until a responsible person, who is
authorized to carry out clean up procedures, is on the scene.
• In the case of suspected fire in an under-floor compartment, precautions

have to be taken to ensure that compartment remains closed until fire
crew are in attendance and passengers deplaned.
• Non-flammable compressed gas may be non toxic, but a heavy

concentration could cause suffocation. Some gases will be heavier than
air and thus concentrate at the lowest level.
Caution: Although a fire may have been controlled by the extinguishing
agent or depressurization, there is a possibility of spontaneous
combustion recurring.
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8.8.4 Emergency Procedures
8.8.4.1 Information Required in Case of Emergency
If an in-flight emergency occurs, the PIC should inform the appropriate ATS
unit of any dangerous goods on board. If the situation permits, the
information concerning the dangerous goods must include:
• the proper shipping names,
• UN number,
• class,
• subsidiary risks,
• the compatibility group for Class 1,
• quantity,
• location aboard the aircraft.
Note: According to a United States Government variation (USG-12), which

applies to all aircraft operating to, from or through the U.S.,
Emergency Response Information must be immediately available at
all times either:
• on the shipper's Declaration, or
• in a separate document, such as a Safety Data Sheet, or
• in an emergency response guide, such as the ICAO Emergency

Response Guide for Aircraft Incidents
• involving Dangerous Goods (ICAO Document 9481).
8.8.4.2 Checklist for Dangerous Goods Incidents
• Follow the appropriate aircraft emergency procedures for fire or smoke

removal
• Consider landing as soon as possible
• Consider turning off non-essential electrical power
• Determine source of smoke/fire/fumes
• For dangerous goods incidents in the passenger cabin, see cabin crew
checklist and co-ordinate cockpit/cabin crew actions
• Determine emergency response drill code
• Use guidance from aircraft emergency response drills chart to help deal
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with incident
• If time available, notify ATC of at least UN number of any dangerous

goods being carried
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8.9 PA ANNOUNCEMENTS
PA announcements are a powerful public relations tool. Flight

crewmembers should look for effective ways to communicate with our
passengers, providing them with courteous welcome aboard messages,
updates regarding delays, and tactful explanations about mechanical
problems. Such announcement should be timely, correct, consistent and to
the point.
Flight crewmembers should make PA announcements under the following

circumstances:
• Pushback delays of more than 15 minutes should be explained and an

estimate of departure time should be given;
• Early in the flight on the general flight plan. This should cover altitude to
be flown, speed, expected en-route weather conditions, ETA at
destination in local time and a time check when necessary;
• In the event of a go-around, as soon as conditions safely permit, the

flight crew should make the PA with regards to the reason for the go-
around. If the PA is made by the cabin crew upon the request of the PIC,
the PIC will have to make another PA after landing.
In the event of diversions, passengers shall be informed, as soon as

conditions permit. The passenger should be briefed as to the alternate
destination and, if known, the arrangements that are being made for those
passengers who are unable to disembark at their planned destination.
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8.10 CREW AND PASSENGER MANIFESTS
Pursers are responsible for ensuring proper Crew manifest (General

Declaration) and passenger manifest are onboard the aircraft prior to
departure.
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Chapter 9 Page 9-1
Non-Scheduled Flights and
Flight Diversion Rev. 1
Chapter 9 Non-Scheduled Flights and Flight Diversion

Table of Contents
9.1 NON-SCHEDULED FLIGHT OPERATIONS ........................................... 9-2

9.1.1 General .................................................................................................... 9-2
9.1.2 Training Flight .......................................................................................... 9-2
9.1.3 Charter Flights ......................................................................................... 9-2
9.1.4 Test Flights .............................................................................................. 9-3
9.1.5 Airworthiness Ferry Flights ...................................................................... 9-3
9.1.6 Ferry Flights with One Engine Inoperative ............................................... 9-4
9.1.7 Special Flights ......................................................................................... 9-4
9.2 FLIGHT DIVERSION ............................................................................... 9-5

9.2.1 Decision to Divert..................................................................................... 9-5
9.2.2 Responsibilities of JZ ............................................................................... 9-5
9.2.3 Responsibilities of PIC ............................................................................. 9-6
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Chapter 9 Page 9-2
9.1 NON-SCHEDULED FLIGHT OPERATIONS
9.1.1 General
Non-scheduled operations include training flights, charter flights, test flights,

ferry flights and other non-scheduled flights. Unless otherwise stated by
CAL policies, the dispatch and release of non-scheduled flights shall be the
same as for scheduled flights.
9.1.2 Training Flight
Training flights shall be planned by OT, scheduled by OP, and supervised

by the respective fleet’s Chief Pilot.
9.1.2.1 Weather Minimums for Local Training
• For trainees without previous airline experience in turbojet aircraft, the

weather minimums shall be VMC.
• For trainees with previous airline experience in turbojet aircraft, the

weather minimums shall be: Ceiling 500 ft AGL or above, visibility shall
be 1,600m or better.
• The training flight shall be terminated in the event of greater than

moderate turbulence. Windshear or other conditions which could
adversely affect flight safety will be up to the discretion of the IP;
• Wind limitation (refer to “Wind Limitation” in the Chapter 5);
• During local training flights, if the weather conditions fall below the
above applicable minimums, the flight shall be terminated.
9.1.2.2 Fuel Requirement
Fuel requirements for training flights shall comply with the CAL “Fuel
Policy” prescribed in Chapter 4.
9.1.3 Charter Flights

The charter flights will be proposed by BD, but will not be conducted unless
approved by the President.
BD is responsible for obtaining all required over-fly and landing permits.

The operating rules applicable to scheduled flights also govern of a charter
flight. However, if the planned route is not part of CAL normal route(s), the
following regulations shall also apply:
• Dispatch shall be responsible for briefing flight crew and station

personnel regarding all relevant operating information.
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• Prior to the flight, OO shall provide the flight crew with a copy of related
Jeppesen Charts and flight plan for reference. However, OD shall
ensure the related information is given to the flight crew before the flight
is released.
• Dispatch shall research any special procedures for the route and
destination or alternate airports and brief the flight crew accordingly.
9.1.4 Test Flights

9.1.4.1 General Operating Principles
A. Test flights are requested by the MI, for the purposes of:
• Ensuring normal performance, function and/or overall controllability

of the aircraft's assembly, modules and instrumentation after
maintenance actions.
• Evaluating aircraft airworthiness required by CAA regulations.
• OP shall assign captains from a list of technical pilots approved by

OL; any currently qualified first officer may be assigned to the flight.
In addition, a trained support flight engineer will be assigned to all
test flights. The technical pilots assigned, captains and first officers,
must have at least 1,000 hours on type.
Ground school training related to the test flight shall be provided by OT

for the flight crew before the test flight is dispatched.
B. When performing a test flight, the flight crew shall follow the procedures
and restrictions stated in the Test Flight Manual for each aircraft type.
C. Training flights and test flights shall not be conducted simultaneously.
D. Test flights should be conducted in VMC.
E. Payload shall not be carried on test flights.
F. Supervisory maintenance personnel shall brief the crew prior to flight.

9.1.4.2 Personnel allowed onboard
No person(s) other than the required crewmembers may be aboard unless

approved by the CAA.
9.1.5 Airworthiness Ferry Flights

A. Outstations shall repair maintenance faults locally whenever possible.
B. When repairs at outstation are not possible, airworthiness ferry flights

may be conducted. If the aircraft does not comply with the MEL/CDL, but
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is legal and safe for non-revenue ferry then. MI is responsible for issuing
a proper ferry permit. MI shall also provide all necessary operating
instructions to the operating crew.
The following items shall be included in the briefing to the operating
crew:
! Nature of the fault and current aircraft condition.
! Procedures and limitations listed in the AFM, AOM, and Maintenance
Manual, which are necessary to facilitate the operation of the ferry
flight.
C. The current airworthiness certificate and the special permit shall be

displayed in the cockpit, and copies faxed to the JZ.
D. The aircraft must be properly inspected and released by a licensed

mechanic prior to flight
E. Flight crewmembers shall be assigned by the chief pilot of the type

being ferried. CAA requires that the flight crewmembers selected must
each have at least 200 hours on type.
F. No unnecessary persons may be aboard airworthiness ferry flights.
G. No passengers or payload are allowed onboard.
H. Aircraft that have been involved in an accident/incident may not be

ferried without first reporting the accident/incident to the CAA.
Note: Ferry flights for charter operations or new aircraft acceptance may
be dispatched normally since the aircraft are airworthy.
9.1.6 Ferry Flights with One Engine Inoperative
Ferry flights with one engine inoperative are not authorized.
9.1.7 Special Flights
Special Flights shall be operated as required. For detailed information,

contact BD.
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9.2. FLIGHT DIVERSION
Diversions shall be conducted in accordance with the following procedures.
9.2.1. Decision to Divert
When it has been determined that a landing cannot be made at the

scheduled destination airport, the PIC, after consulting with the other
operating flight crewmembers, will select a diversion airport and notify OD
as soon as practical.
If OD can not be reached (due to communication difficulties, emergency,

etc.), then contact should be made at the next available opportunity. The
PIC should normally select a divert airport from the list of approved CAL
alternate airports in the CAA OPS SPEC. In the event of an emergency,
any suitable airport may be selected.
9.2.2. Responsibilities of JZ
Once the decision to divert has been made, JZ will notify all concerned and
coordinate ground operations at the diversion airport. JZ shall:
A. Inform the ground handling agent at the diversionary airport of the

following information:
• Flight number, aircraft type and registration
• ETA
• Total number of passenger and crew onboard
• Aircraft condition and status, as necessary
• Documents for immigration and customs services, as required
• Catering/lodging requirements for the crew and passenger, as

required
B. Prepare the following documents and deliver it to the PIC:
• A CFP for continuing to the original destination
• Relevant NOTAMs and meteorological information
• A completed Fuel Distribution Sheet/Fuel Load and Service Record
• An ATS flight plan
• Coordinate with LD regarding the preparation of a new Load Sheet.
• Immigration, customs, or quarantine forms, as required
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C. Coordinate with the PIC regarding the legality of crew duty time and
flight time limitation for the flight to the intended destination.
D. Coordinate maintenance, fueling, and other necessary support

services at the diversionary airport, as required.
9.2.3 Responsibilities of PIC
During a flight diversion, the PIC is the final authority in the overall safe
operation of the aircraft.
A. The PIC shall inform OD once the decision has been made and
coordinate with OD throughout the diversion. The PIC will keep
passengers informed regarding the diversion, as necessary. (refer to
“PA announcement” of Ch.8)
B. If unable to contact OD directly,
The PIC may request ATC to relay the following information to company
operations:
! CAL flight number
! Fuel remaining
! ETA to diversionary airport
! Any special assistance required
The PIC shall determine a ground handling agent to be used at the

diversionary airport and relay the following items:
! CAL flight number
! Type of aircraft / registration number
! ETA
! Number of passengers
! Any assistance required (including aircraft security)
C. After arrival at the diversionary airport, the PIC shall have the ground
handling agent inform OD of the remaining fuel and arrival time, and
follow the Aircraft Loading and Servicing Procedure(s) of Chapter 4.
D. The PIC will confirm and sign all required documents regarding ground
handling and obtain copies, to be submitted to CAL.
E. If the estimated ground time is 4 hours or less, the PIC may ask the
passengers to remain on board or inquire with the ground handling
agent as to the availability of a transit lounge for passenger use. If
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available, the PIC may have the passengers wait in the transit lounge.
The PIC shall consider comfort items for the passengers, such as
providing refreshments and/or food, depending on the length of the stay
at the diversionary airport.
If the estimated ground time is more than 4 hours, the ground handling
agent shall arrange accommodation service, upon the request of the
PIC.
F. The PIC shall request the local staff at the diversionary airport to send a
fax of the original Load Sheet of the flight to TPELDCI. TPELDCI will
provide the PIC with updated Load Sheet information by FAX or ACARS
to the PIC, as soon as possible.
G. If the aircraft has no new maintenance discrepancies , then the aircraft

will be released by the local maintenance personnel after the required
inspection, and accepted by the PIC. If there is no certified maintenance
personnel and the aircraft status is normal, the PIC shall complete the
TLB by signing the “Airworthiness Release” in lieu of maintenance
personnel.
H. The PIC shall coordinate with OP to determine the maximum duty and
flight time limitation, in accordance with “3.5 Crew Scheduling”, for
subsequent operations. The PIC shall inform OM/JZ if the subsequent
flights will exceed flight / duty time limits.
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Safety and Security
Rev. 2
Chapter 10 Safety and Security
Table of Content
10.1 GENERAL ............................................................................................. 10-3

10.1.1 Safety Promotion ................................................................................... 10-3
10.2 RESPONSIBILITY OF CREWMEMBERS............................................. 10-5
10.3 SECURITY THREATS ........................................................................... 10-6
10.4 SECURITY CHECK ............................................................................... 10-7
10.5 REGULATION FOR COCKPIT ENTRY................................................. 10-9

10.5.1 Operating Rules for Cockpit Door .......................................................... 10-9
10.5.2 Cockpit Entry Regulations...................................................................... 10-9
10.6 SEAT BELT / SHOULDER HARNESS ................................................ 10-10
10.7 INTERFERENCE WITH CREWMEMBERS / HIJACKING .................. 10-11

10.7.1 Passenger Misconduct......................................................................... 10-11
10.7.2. Unruly Passenger in Flight................................................................... 10-11
10.7.3 Flight Crew Action................................................................................ 10-11
10.7.4 Hijacking .............................................................................................. 10-13
10.8 BOMB THREAT................................................................................... 10-14
10.9 OFFLOADING OF UNACCOMPANIED BAGGAGE........................... 10-15
10.10 FLIGHT OPERATION QUALITY ASSURANCE (FOQA) .................... 10-16

10.10.1 Introduction .......................................................................................... 10-16
10.10.2 Definitions ............................................................................................ 10-16
10.10.3 Handling Procedure of FOQA Events .................................................. 10-16
10.11 FLIGHT CREW INCAPACITATION ..................................................... 10-18

10.11.1 Two Challenge Rule............................................................................. 10-18
10.11.2 Crewmember Action ........................................................................... 10-18
10.11.3 Command Succession ......................................................................... 10-20
10.11.4 Emergency Authority............................................................................ 10-20
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10.11.5 Support and Non-Interference ............................................................. 10-20
10.12 EMERGENCY...................................................................................... 10-21

10.12.1 PIC Authority........................................................................................ 10-21
10.12.2 Notification of Emergency .................................................................... 10-21
10.12.3 Dispatch Assistance............................................................................. 10-21
10.12.4 Engine Failure in Flight ........................................................................ 10-21
10.12.5 Emergency Evacuation ........................................................................ 10-21
10.12.6 Overweight Landing or Fuel Dumping.................................................. 10-21
10.12.7 Enroute Operations.............................................................................. 10-22
10.13 BIRD STRIKE ...................................................................................... 10-23
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10.1 GENERAL
CAL flight safety policy is formulated in reference to CAA Regulations, CAA

“Aircraft Accident Investigation Procedures” and “Aviation Accident/Incident
Investigation Standard Operations Procedures” of the Aviation Safety
Council of the R.O.C.
These policies are intended to ensure the safety of CAL passengers,

employees, aircraft and cargo. They are also intended to provide guidance
to operating personnel in meeting the demands of emergency situations or
the prevention of an accident or incident. Guidance is provided regarding
reportable occurrences so that they may be promptly reported and
thoroughly investigated for probable causes, so that preventive action can
be taken.
Refer to the following manuals for additional flight safety instructions:
! SEP
! Station Operation Manual
! Emergency response Manual
! Aviation Security and Industrial Safety Manual
! Flight Safety Manual
! FAOM
10.1.1 Safety Promotion
The Safety and Security Management Office (TPEPF) reports to the

President of CAL. TPEPF is responsible for general safety responses,
monitoring the safety of operations and publishing relevant flight safety
information. TPEPF regularly provides Flight Operations Division with
valuable safety information, statistical data, and works in conjunction with
the division to enhance the safety of flight operations.
The Chief Pilot of each fleet is primarily responsible for the safety of the
flight operations within their respective fleet. Chief Pilots will actively
support TPEPF in the promotion and enhancement of flight safety, by
ensuring compliance with company policies, procedures, and proper
personal conduct within the fleet, monitoring and implementing
improvements to operational procedures, conducting Fleet Technical
Meetings, at least monthly, to ensure all flight crewmembers are familiar
with changes to normal procedures and safety policies, ensuring the
compatibility of crew pairing, and ensuring proposed policies, procedures,
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and practices do not compromise the operational safety of the fleet.
During flight, the PIC shall coordinate with the entire crew to ensure the
best possible outcome for the purpose of flight safety.
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10.2 RESPONSIBILITY OF CREWMEMBERS
Safety is the responsibility of ALL EMPLOYEES.
Each department shall actively implement published security measures and

will be responsible for it’s results.
All crewmembers shall be vigilant, during all phases of flight, for any
compromises to flight safety or security.
Flight crewmembers shall:
! Make all operating decisions in accordance with CAL SAFETY-FIRST

operating policy (see Chapter 5)
! Follow appropriate CAA regulations and CAL policies regarding safety

and security measures while on duty.
! Adhere to the PIC’s security instructions and assist in the execution of

in-flight security operations.
! remain alert at all times for safety risks. All such risks should be reported
either by verbal or written reports to the general managers/chief pilot
responsible.
! In the event of an accident, incident, or any other event where Cockpit

Voice Recorder (CVR) recordings need to be maintained, pull the CVR
circuit breakers.
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10.3 SECURITY THREATS
Crewmembers shall be notified when any information regarding threats to

flight safety and security is received. TPEPF is responsible for collecting
information relating to safety and security risks, analyzing it, and notifying
the appropriate units.
If such threats affect an enroute flight, JZ must promptly notify the flight
crew by any means necessary.
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10.4 SECURITY CHECK
The PIC is responsible for aircraft security. He/she shall ensure that all
required security inspections have been completed prior to departure.
Cabin security checks are described in the FAOM.
! Before Departure :
Upon boarding, a preliminary security check shall be made by all

crewmembers, based on their duty area. Flight crewmembers, while
performing AOM required preflight inspection, shall also check for any
suspicious items that may affect flight security. Attention should be paid
to inspections for contraband, packages, or parcels left on board the
aircraft, including exterior areas such as wheel wells. All such materials
shall be removed prior to flight.
During the preflight cabin crew briefing, each PIC should remind cabin
crew of the importance of this aircraft inspection. The Purser shall
acknowledge to the PIC that the “Flight Security Protection” procedures
of the FAOM has been completed prior to takeoff. The cabin crew should
also be reminded that all checked baggage for no-show passengers
must be removed prior to departure.
! In-flight :
Be alert for any abnormalities that may affect flight safety or security.
Unruly passengers are the most likely threat to safety during flight.
Cabin crewmembers must be alert at all times for indications of
abnormal behavior or intoxication. Passengers who exhibit such
characteristics should be reported immediately to the purser and the PIC.
Alcohol shall not be served to erratic or unruly passengers.
! At Transit Station :
Perform a security check as required by the applicable safety manual

(see section 10.1). Unattended passengers must not be left onboard the
aircraft during transit stops. If crewmembers leave the aircraft,
passengers must be disembarked and moved to a secure area. Refer to
Chapter 8, Passenger Service and Ground Handling for more
information.
! After Landing:
The PIC is responsible for ensuring that the cabin crew checks for any
unidentified objects, or any suspicious items that might affect the safety
of next succeeding flight.
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Be particularly alert for packages or baggage left in overhead bins,

under seats or in seatbacks, and contraband in lavatory area.
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10.5 REGULATION FOR COCKPIT ENTRY
10.5.1 Operating rules for cockpit door
! During the pre-flight briefing of cabin crew, the PIC shall discuss a code
word or method to be used for gaining entry into the cockpit with the
Purser. Cabin crew shall notify the cockpit prior to seeking entry during
flight.
! The cockpit door shall be closed just prior to the boarding of passengers.
The cockpit door will be closed and locked from pushback until the
passengers have disembarked at the destination. During flight, the
cockpit door may only be unlocked to provide access to crewmembers,
authorized observers, and when access to the emergency exit is
required.
! When passengers are boarding or deplaning, the cabin crewmembers

shall monitor the area outside the cockpit door for suspicious passenger
activity.
10.5.2 Cockpit Entry Regulations
For cockpit entry procedures, refer to “Admission to the Flight Deck” under
Chapter 5.
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10.6 SEAT BELT/SHOULDER HARNESS
Refer to “Seat Belts/Shoulder Harness/Arm Rest” under Chapter 5.
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10.7 INTERFERENCE WITH CREWMEMBERS/HIJACKING
10.7.1 Passenger Misconduct
Passenger misconduct falls into three primary categories: annoying or

unruly behavior, disruptive behavior, or unlawful interference with
crewmembers.
A. Annoying or unruly behavior – this passenger might exhibit strange and

unusual behavior that sometimes borders on erratic or unstable.
Passengers who are unruly under the influence of alcohol or drugs might
also fall in this category. Examples of unruly behavior includes
unauthorized use of illegal electronic devices, refusing to fasten seat
belts, smoking, verbal abuse, foul language, or intoxication.
B. Disruptive Behavior – this passenger is very unruly and sometimes

threatens crewmembers or passengers. Their behavior is so erratic that
they cannot be controlled and, thus, prevent crewmembers from
completing their assigned duties. Examples of disruptive behavior
include verbal threats, unreasonable and repetitive demands for
crewmember attention, arguments with other passengers, harassment,
or loud and abusive language.
C. Unlawful Interference –Passengers who fall in this category are intent on

controlling crewmembers or in taking control of the aircraft for purposes
of their own. This type of behavior is a serious threat to the safety and
security of all aboard and must be dealt with very carefully. Examples of
unlawful interference include bodily assault (grabbing, holding, punching,
etc.), display of weapons of any kind, and physical intimidation.
10.7.2. Unruly Passenger In Flight
A passenger is considered unruly, if his/her actions threatens the safety of

the aircraft, passengers, crew or property on board.
10.7.3 Flight Crew Action
In dealing with any category of passenger misconduct, every crewmember

must remember that the safety of the passengers and crew is the primary
consideration.
A. Unruly passengers who refuse to correct their behavior after tactful

requests from cabin crewmembers should be warned that their action
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are disrupting the work of the crew, which is a punishable offense in

most countries. They should not be served any more alcoholic
beverages and the purser shall give him/her a letter of warning as per
FAOM.
B. Disruptive passengers must be controlled before flight safety is

jeopardized. The PIC may order all reasonable measures, including
the "restraint" of the unruly or violent passengers, to protect passengers
and crew. They should not be served any more alcoholic beverages,
should be given a letter of warning, and the PIC should also request a
Supervisor to meet the flight upon arrival
However, the PIC should ensure that "restraint" is reasonable and

necessary to refrain the unruly passengers from causing any further
harm to him/herself, other persons or jeopardize the safety of the flight.
C. In the case of hijacking, outside assistance should be requested. When

the situation permits, inform OD by any means possible. Refer to
“Security” under general part of the SEP.
D. Security/Restraint of Passengers
The PIC should consider restraining a violent unruly passenger if:
(1) They are endangering passengers, crew, or the aircraft.
(2) All other feasible means of resolving the situation have been
exhausted.
(3) If the urgency of the situation demands immediate restraint.
(4) If after landing, the PIC considers that the act of restraining the unruly
passenger(s) is necessary, the restraint can continue to be applied.
The PIC shall notify the relevant authorities, at the place of landing, of
the situation and the reason(s) for restraining the passenger(s).
(5) The restraining gear can be located in the cockpit security box, the
key to which is with the Purser. Refer to the Chapter 1 under
“General Part” of the SEP.
(6) The flight crew shall contact OD as soon as practical.
E. Request for Security
The CAL operations office at the destination station should be alerted,

as soon as possible, of situations involving disruptive passengers or any
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event involving unlawful interference with crewmembers. The flight crew

shall notify station personnel to arrange airport security, if required. The
final decision regarding custody of disruptive passengers will pass to the
Station Manager upon arrival at destination.
10.7.4 Hijacking
Hijacking is the unlawful appropriation or diversion of a commercial aircraft.

In such cases, it is Company policy to comply with the requests of a
hijacker unless, in the opinion of the PIC, another course of action is safer.
In the event of a hijacking, ensuring passenger safety is the PIC’s first
priority. The PIC shall comply with all requests of the hijacker(s) provided
that the safety of passenger, crewmembers and the aircraft are not
compromised.
For hijackings, the following action should be taken:
! Set transponder to code 7500.
! Notify ATC, company, or security authorities.
! If there are extra flight crewmembers onboard, they may assist the cabin
crew in dealing with disruptive passengers. However, there should be
no attempt to subdue with armed hijackers except in the most extreme
circumstances. If only standard cockpit crew is onboard, flight
crewmembers shall not leave the flight deck to assist unless absolutely
necessary.
! Attempt to determine the number of hijackers onboard and their

armaments. Provide as much information to outside authorities as
possible.
! If the situation requires armed forceful intervention by ground personnel,

leave the flaps down, after landing. If not, retract the flaps.
! If negotiating with hijackers, give aviation technical reasons such as fuel

supply, poor weather, etc. to persuade them to land at a suitable airport.
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10.8 BOMB THREAT
CAL shall inform the PIC of flight(s) that may be threatened. CAL will
consider all bomb threats as genuine. All necessary precautions shall be
taken to ensure the safety and security of every flight.
Refer to “Bomb Scare” under general part of the SEP and “Bomb Threat” in
the respective AOM for detailed procedures.
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10.9 OFFLOADING OF UNACCOMPANIED BAGGAGE
Unaccompanied baggage, belonging to No-Show passengers, are not

permitted onboard CAL flights. Refer to “No Show Passenger” under
Chapter 8.
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10.10 FLIGHT OPERATION QUALITY ASSURANCE (FOQA)
10.10.1 Introduction
The purpose of FOQA is to enhance flight safety and improve the efficiency
of operations.
During flight, FOQA tracks multiple parameters of aircraft and engine

performance using information from the Digital Flight Data Recorder, Quick
Access Recorder (QAR), and the Airborne Data Load (ADL). Exceedence
limits have been established for each parameter by Safety and Security
Management Office (TPEPF). When TPEPF detects an exceedence, it is
classified (see below) and referred to the appropriate managers for follow-
up.
The success of the FOQA program depends on the following factors:
• Accurate analysis of FOQA data
• Confidentiality of the system
• Proper management follow-up to FOQA
10.10.2 Definitions
Exceedence Event – Performance or operations that exceed predefined

limited within the FOQA system. These events will be classified either as a
“detect” or as an “alert”. Generally, a detect is involves a minor exceedence;
alerts involve exceedences that could result in safety concerns.
Safety and Security Management Office (PF) will classify all exceedence
events according to the level of safety risk, as follows:
Category A – Events that may immediate affect the flight safety of aircraft
operation.
Category B – Events that involve deviations from normal operating limits or

procedures which do not present a direct safety hazard.
Category C – Events that involve exceedence which are outside normal

operating limits but which do not necessarily involve a safety hazard. This
category of events are normally provided for information reference only,
primarily for PF statistical purposes.
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10.10.3 Handling Procedure of FOQA Events
Administrative follow up is determined by these classifications:
Category A events will be referred to OL for investigation. If OL

investigation determines that a Technical Review Board (TRB) is required,
then a TRB will convened.
Category B events are referred to the respective Chief Pilot for review and
counseling. If necessary, the chief pilot may recommend re-training, or
checking of operating crewmembers.
Category C events are referred to Flight Operations Division for trend

analysis and training reference. It is also provided to the individual flight
crewmember for self review.
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10.11 FLIGHT CREW INCAPACITATION
Flight crew incapacitation is always a possibility. It can occur in all age

groups and during any phase of flight. Incapacitation may be either obvious
or subtle, so it is important to remain alert for either form.
Obvious incapacitation is easier to detect and is more likely to be disabling

and long-lasting. Subtle incapacitation is not so obvious and, thus, can be
more of an operational hazard. Subtle incapacitation can occur due to
physical disabilities, such as a stroke or heart attack. It can also take the
form of mental incapacitation where the pilot, for example, loses the ability
to manage complex situations such as an instrument approach or becomes
fixated on getting to the runway, allowing the airplane to become
destabilized. Flight crewmembers should be particularly alerted for subtle
incapacitation after long flights or when fatigued.
The main challenge with subtle incapacitation is recognizing the problem.

When any form of incapacitation is suspected, other flight crewmembers
must somehow break through to the incapacitated pilot, or, if unable to gain
an appropriate response, must take control of the airplane.
For detail procedures of flight crew incapacitation, refer to “Supplementary

Procedures” of the respective AOM.
10.11.1 Two Challenge Rule
When a flight crewmember does not respond normally or appropriately to

two verbal challenges, incapacitation should be suspected. Incapacitation
should also be suspected if a crewmember does not make standard
responses during an approach or fails to respond to any challenge
associated with a significant deviation from the intended flight path.
After two unresponsive verbal challenges, the PNF should state, “I have
control” and assume the duties of PF. The controls should not be returned
to the incapacitated pilot once control has been transferred, even if he/she
recovers.
10.11.2 Crewmember Action
Actions to be taken in the event of flight crew incapacitation are as follows:
A. Assure a safe condition of flight
(1) If necessary, take full control of the airplane; use the autopilot, as
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appropriate.
(2) Check position of essential controls and switches, particularly those

of the incapacitated flight crewmember.
(3) Restrain the incapacitated flight crew in the seat, using shoulder
harness lock, and slide the seat aft. (Other crewmember’s
assistance may be required.)
(4) Have the Purser check the cabin for ACM, ECM, or off-duty CAL
flight crew. Request this flight crew to come to the flight deck to
assist. Assign tasks to this person according to current qualification
and position with CAL. It is not normally advisable to allow
unqualified parties to occupy a pilot station.
(5) Remove the incapacitated flight crew from the seat, using
assistance from other crewmembers.
(6) If the remaining flight crew consist of only a single pilot, an
emergency must be declared. Explain the nature of the situation to
ATC.
(7) Consider landing at the nearest suitable airport (consult with

Dispatch, if in doubt)
B. Take care of the incapacitated flight crewmember
(1) Provide first aid. This duty should be assigned to the cabin crew
and, if possible, any prolonged first aid should be administered
outside the flight deck.
(2) Ask the Purser to make a PA, requesting a doctor’s assistance if

among the passengers.
(3) Notify ATC and/or the Company, requesting medical or other

ground assistance such as an ambulance, fire truck, tow truck…,
etc.
C. Prepare for landing
(1) Remember that the safety of the passengers is the first priority.
(2) Organize the flight deck, using supporting crewmembers if possible.

Do not rush to make a landing – take the time needed to prepare
fully and tell ATC what you need.
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(3) Ask the Purser to inform the passengers that the flight will land for
precautionary reasons. It is not necessary to inform the passengers
about the incapacitation.
(4) Perform the approach and final checklists earlier than normal.
(5) Fly the aircraft from your normal position; do not change seats.
(6) Request assistance from ATC as necessary and perform an

autoland, if feasible.
D. After landing considerations
(1) Notify the Company, conditions permitting.
(2) After landing, it may be necessary to set the brakes and change
seats to taxi (MD-11 and B-738 do not have right tillers). Taxi to
assigned parking area.
(3) Offload the incapacitated flight crew on to the ambulance as quickly
as possible.
(4) Do not attempt to park at a terminal jetway from the right seat.
10.11.3 Command Succession
If a captain, cruise captain, or senior first officer is assigned to the flight, the
succession to command will be in that order. If the captain occupies the
CM1 position, that pilot will normally act as PF. If a cruise captain or senior
first officer occupies the CM1 position, CM2 will act as PF.
10.11.4 Emergency Authority
It must be understood that if the pilot who succeeds to command has the
full emergency authority of any PIC. If a First Officer is the only pilot at the
controls, he/she is acting PIC and may deviate as necessary from any SOP
or regulation in order to facilitate a safe outcome.
10.11.5 Support and Non-Interference
CAL employees not on board the emergency aircraft must remember that
their primary duty is to assist the flight crew. Company personnel should
not interfere or offer advice unless requested. Unnecessary interference
increases workload for the flight crew of the emergency aircraft.
Dispatchers should concentrate on providing requested assistance and

ensure all necessary arrangements are made at the divert or destination
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airport.
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10.12 EMERGENCY
10.12.1 PIC Authority
In an emergency, the PIC may take any action necessary to protect the
safety of the flight. Refer to Chapter 3 for further details.
10.12.2 Notification of Emergency
Emergency conditions do not require ATC or Company clearance prior to

initiating required actions. However, for safety reasons and to expedite
handling, it is very important to inform and request assistance (including
ground support equipment) from ATC.
Use the international distress calls, PAN-PAN or MAYDAY to establish

priority and define the nature of your emergency and set transponders to
code 7700. If unable to contact ATC, intentions should be broadcasted on
VHF 121.5 Mhz.
10.12.3 Dispatch Assistance
When informed of an in-flight emergency, Dispatch shall take immediate

steps to provide the flight with all necessary assistance. Dispatch will
decide what type of alert should be given to the destination or diversionary
airport and arrange for all required ground support. Every member of the
CAL operating team should think conservatively and exercise strong
personal initiative to assist the distressed flight.
Dispatchers are to notify the Flight Operations Duty Officer, as soon as

possible, and maintain close coordination with him/her. The final decision
regarding necessary actions shall be that of the Duty Officer.
Duty Officers are on call 24 hours a day and must be available at their
registered contact number.
10.12.4 Engine Failure in Flight
Refer to Chapter 5.
10.12.5 Emergency Evacuation

Refer to SEP for evacuation procedures.
10.12.6 Overweight Landing or Fuel Dumping
Refer to Chapter 5 for detail information.

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10.12.7 Enroute Operations
For specific “Inflight Contingency Procedure” and “Weather Deviation

Procedure” applicable to the area to be flown, refer to the Enroute Chart
and/or Enroute Section of Jeppesen Manual. For other emergency
procedures, refer to the Emergency Section of Jeppesen Manual.
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10.13 BIRD STRIKE
In the event of a bird strike, the PIC shall inform ATC as soon as practical
and submit a CAL bird strike report to the appropriate company personnel.
Upon receipt of this report, the appropriate company personnel shall
transmit the report to TPEPF as soon as possible. The PIC shall also enter
the bird strike into the TLB for maintenance to perform the appropriate
checks.
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Chapter 11 Training and Standards
Table Of Contents
11.1 GENERAL ............................................................................................. 11-4

11.1.1 Training Program ................................................................................... 11-4
11.1.2 Standardization Program ....................................................................... 11-4
11.1.3 Reporting for Training ............................................................................ 11-4
11.1.4 Certification of Training .......................................................................... 11-5
11.1.5 Dress Code............................................................................................ 11-5
11.1.6 Food and Beverages in Training Facilities ............................................. 11-5
11.1.7 Course Critique / Evaluation .................................................................. 11-5
11.2 SUPERVISORY AIRMEN ...................................................................... 11-7

11.2.1 Duties and Responsibilities.................................................................... 11-7
11.2.2 Categories and Reporting Relationships................................................ 11-7
11.2.3 Eligibility............................................................................................... 11-10
11.2.4 Number of Supervisory Airmen............................................................ 11-10
11.2.5 Training and Qualification .................................................................... 11-10
11.2.6 Standardization and Evaluation (STAN/EVAL)......................................11-11
11.2.7 Revision / Waiver of Policy....................................................................11-11
11.3 FLEET STANDARDS AIRMEN ........................................................... 11-12
11.4 MANAGER OF FLYING TRAINING SECTION ................................... 11-13

STANDARDS....................................................................................... 11-14
11.6 INITIAL AIRCRAFT ASSIGNMENT ................................................... 11-15
11.7 UPGRADE STANDARDS.................................................................... 11-16

11.7.1 PIC Qualification .................................................................................. 11-16
11.8 TRAINING SYLLABI ........................................................................... 11-17
11.9 TRAINING PLANS AND SCHEDULES............................................... 11-18
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11.10 LICENSING ........................................................................................ 11-19
11.11 TRAINING PROGRAMS ..................................................................... 11-20

11.11.1 Indoctrination Training ......................................................................... 11-20
11.11.2 APQ ..................................................................................................... 11-20
11.11.3 Initial Training....................................................................................... 11-20
11.11.4 Transition Training ............................................................................... 11-20
11.11.5 Re-Qualification Training...................................................................... 11-20
11.11.6 Differences Training ............................................................................. 11-21
11.11.7 Cross Crew Qualification Training........................................................ 11-21
11.11.8 Upgrade Training ................................................................................. 11-21
11.11.9 CRM Training....................................................................................... 11-21
11.11.10 Emergency Training............................................................................. 11-21
11.11.11 Recurrent Training ............................................................................... 11-21
11.12 COCKPIT POSITION (SEAT) QUALIFICATION ................................. 11-22
11.13 INITIAL OPERATING EXPERIENCE (IOE)......................................... 11-23
11.14 SLOW TRAINING PROGRESS........................................................... 11-25
11.15 SUSPENSION OF TRAINING ............................................................. 11-26
11.16 SIMULATOR / FTD MALFUNCTION................................................... 11-27
11.17 SIMULATOR SCHEDULING POLICY ................................................. 11-28

11.17.1 Priority.................................................................................................. 11-28
11.17.2 PCs and PTs........................................................................................ 11-28
11.17.3 Observers in the Simulator .................................................................. 11-28
11.18 PROFICIENCY CHECK....................................................................... 11-29

11.18.1 Requirement for Proficiency Check ..................................................... 11-29
11.18.2 Review and Approval ........................................................................... 11-30
11.19 TRAIN TO PROFICIENCY CONCEPT ................................................ 11-31
11.20 LINE CHECK ....................................................................................... 11-33
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11.21 PERFORMANCE STANDARDS.......................................................... 11-35

11.21.1 Aircraft Handling Requirements ........................................................... 11-35
11.21.2 Ground Training Examinations............................................................. 11-36
11.21.3 CBT...................................................................................................... 11-36
11.22 EVALUATION STANDARDS ............................................................... 11-37

11.22.1 Training ................................................................................................ 11-37
11.22.2 Check................................................................................................... 11-38
11.23 CHECK FAILURE................................................................................ 11-41
11.24 DUAL QUALIFICATION ...................................................................... 11-42
11.25 ROUTE & AIRPORT QUALIFICATION ............................................... 11-43
11.26 RECENT OPERATING EXPERIENCE ................................................ 11-45

11.26.1 Landings .............................................................................................. 11-45
11.26.2 Re-qualification Requirement............................................................... 11-45
11.27 S-FLIGHTS.......................................................................................... 11-46
11.28 PERSONAL RECORDS ...................................................................... 11-48
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11.1 GENERAL
11.1.1 Training Program
The objective of CAL flight training programs is to ensure that every flight
crewmember is fully prepared to operate safely and efficiently during line
operations and meets all CAL flight standards.
The training program is CAA-Approved and is published in the TM. The

training program is designed to meet the highest levels of international
training standards, as specified by ICAO and FAA.
OT is responsible for implementing and supervising all ground-training

activities. This includes classroom training, special briefings, home study
courses, CBT, FTD, and simulator training.
OT is also responsible for implementing and supervising in-flight portions of

the training program. This includes all phases of IOE training prior to
completion of a line check and line qualification.
OE/OT are jointly responsible for implementing and supervising the training
program of FE.
11.1.2 Standardization Program
Quality control is the purpose of the CAL standardization program. The

scope of the program includes publication of standard operating
procedures, regular evaluations of flight crewmember performance, and
internal self-audit processes.
Screening and evaluation procedures are published in the Standards

Manual. Procedures and processes for internal self-audits are published in
the Self-audit Manual.
OL is responsible for implementing and supervising all aspects of the

standardization program.
11.1.3 Reporting for Training
Each trainee shall report for training in the assigned place at the assigned
time in proper attire. Training assignment notices will provide required
reporting information.
Trainees reporting for simulator training or line training must bring their
training folder with them to the session and present this folder to the
instructor. Flight crewmembers reporting for a proficiency check must bring
their Personal Record with them to the check and present this record to the
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CP. Training folders and Personal Records for trainees and checkees are
kept in designated places in OP.
Normally, reporting time for simulator training or checks is 1 hour prior to

the start of the period. Refer to the training notice or duty assignment notice
in crew rosters for specified reporting time.
11.1.4 Certification of Training
Each trainee is personally responsible for signing the course attendance

sheet.
Instructors are responsible for certifying completion of their portion of the
course.
11.1.5 Dress Code
The dress code for training and checks is intended to allow flight
crewmembers to wear comfortable attire, consistent with presentation of a
professional image. Appropriate attire depends on where training and
checking is being conducted and at what time of day.
CAL Facilities in Taipei
Classroom and Training Facilities:
During normal business hours (0800-1700), a necktie and dress shirt will
normally be worn. At the discretion of the instructor, neckties may be
removed. Outside normal business hours, smart casual attire may be worn
(no jeans).
Airplane:
Uniforms are mandatory when participating in airplane training.
11.1.6 Food and Beverages in Training Facilities
Eating and drinking is prohibited in any simulator, CBT, FTD, or ETD.

Unless specifically prohibited by the training facility, drinks and food are
allowed in simulator briefing rooms or classrooms, but it is the responsibility
of the assigned Instructor to ensure that all cups and trash are cleaned up
prior to leaving the room.
11.1.7 Course Critique / Evaluation
Trainees and checkees will be provided with a course critique or evaluation
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form at the conclusion of each scheduled training program or check. It is

the responsibility of the supervisory airman who conducts the training or
check to distribute the critique form.
Critique forms will be treated with confidentiality and will be de-identified if

used to counsel or train supervisory airmen. A Course Critique receptacle is
provided in the check-in counter of OP. OT/OL will review all course critique
forms, take appropriate action and submit to the senior management if
required.
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11.2 SUPERVISORY AIRMEN
Supervisory Airmen duties and responsibilities, reporting relationships,

eligibility, appointment procedures, and qualification requirements shall be
as follows:
11.2.1 Duties and Responsibilities
Supervisory Airmen who serve as instructors are responsible for

conducting assigned training in accordance with published SOPs and the
TM. Supervisory Airmen who serve as Check Pilots or CFEs are
responsible for conducting assigned checks in accordance with published
SOPs and the Standards Manual.
11.2.2 Categories and Reporting Relationships
There are eight categories of supervisory airmen: (1) Fleet Standards

Airman; (2) Designated Examiner (DE); (3) Check Pilot (CP); (4) Instructor
Pilot (IP); (5) Check Flight Engineer (CFE); (6) Instructor Flight Engineer
(IFE); (7) Simulator Instructor (SI); and (8) Ground Training Instructor (GTI).
A. Fleet Standards Airman (FSA)
Fleet Standards Airmen are CPs who are responsible for providing
technical assistance to each fleet and for conducting STAN/EVAN
checks of CPs, IPs, CFEs, IFEs, SIs and GTIs. At least two Fleet
Standards Airmen will be appointed for each fleet; one Standards
Flight Engineer will be appointed for each fleet that operates aircraft
requiring a Flight Engineer. The required number of Standards Airmen
may be increased at the discretion of the Flight Standardization
Committee, based on fleet size.
FSAs will be jointly nominated from among the Check Airmen in each
fleet by the respective Chief Pilot, OE (as appropriate), and OL. The
Promotion Board will make appointments after review and approval.
FSAs report to OL.
B. Designated Examiner (DE)
DEs are Check Pilots who have been trained and authorized by CAA
to conduct type rating checks at the conclusion of initial or transition
training on a particular type aircraft. In addition to these checks, DEs
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may be assigned to conduct recurrent proficiency checks, line checks

and ground or flight training.
DEs will be jointly nominated by the respective Chief Pilot and OL for
review and approval by the Promotion Board. Approved nominees will
be submitted to the CAA for designation.
DEs report to the CAA when conducting type-rating checks. They have
the same reporting relationships as CPs for other checking or training
activities.
C. Check Pilot (CP)

CPs are Instructor Pilots who have been trained and qualified to
conduct recurrent pilot proficiency checks and line checks. However,
depending upon the demand for training, they may also be scheduled
to conduct any of the duties normally assigned to Instructor Pilots.
CPs will be jointly nominated by the respective Chief Pilot and OL. The
CPs report to OL when conducting checks; to OT when conducting

ground training activities; or to the fleet Chief Pilot when conducting
flight-training activities or line flying.
D. Instructor Pilot (IP)
IPs are line captains who have been trained and qualified to conduct
Line training and/or Simulator training in accordance with procedures
set forth in the TM. IPs will normally be trained and qualified to conduct
line training, simulator training, and classroom training. They may also
be selected to conduct simulator-screening exercises for new-hire
pilots.
IPs will be jointly nominated by the respective Chief Pilot and OT. The
All IPs report to OT when conducting assigned ground training and

flight training activities, and to OL when involved in screening
exercises.
E. Check Flight Engineer (CFE)
CFEs are line Flight Engineers who have been trained and qualified to
conduct proficiency checks in flight simulators and line checks.
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However, depending upon the demand for training, they may also be
scheduled to conduct any of the duties normally assigned to Instructor
Flight Engineers.
CFEs will be jointly nominated by the respective Chief Pilot and OE.
The Promotion Board will make appointments after review and
approval.
CFE report to OE when conducting checks or flight training; CFEs

report to OT when conducting ground training activities.
F. Instructor Flight Engineer (IFE)

Instructor Flight Engineers (IFEs) are line Flight Engineers who have
been trained and qualified to conduct flight engineer training in flight
simulators or during line qualification. IFEs will normally be trained and
qualified to conduct line training, simulator training, and classroom
training
IFEs will be jointly nominated by the respective Chief Pilot and OE.
The Promotion Board will make appointments after review and
approval.
All IFEs report to OT when conducting assigned ground training

activities or to OE when conducting flight-training activities or line
flying.
G. Simulator Instructor (SI)
Simulator Instructors are former pilots or flight engineers who are no

longer eligible to fly the line. Simulator Instructors will be trained and
qualified to conduct specific classroom training courses, briefings,
and/or simulator courses in accordance with the TM.
SIs will be jointly nominated by the respective Chief Pilot or OE, as

appropriate, and OT. The Promotion Board will make appointments
after review and approval.
All Simulator Instructors report to OT when conducting assigned

ground training activities.
H. Ground Training Instructors (GTI)
Ground Training Instructors are Captains, Cruise Captains, First

Officers, or Flight Engineers who are not IP-qualified, but who are
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authorized to teach various classroom, APQ, FTD/FFS courses.
GTIs will be jointly nominated by the respective Chief Pilot or OE, as

appropriate, and OT. The Promotion Board will make appointments
after review and approval.
All GTIs report to OT when conducting assigned training activities.
11.2.3 Eligibility
To qualify for appointment to any supervisory airman category, candidates

must satisfy the following conditions:
A. Hold a CAA Airman Certificate, as follows:

DE, CP and IP: CAA Airman’s Certificate with current PIC qualification.
They will conduct training or checks only in aircraft or simulators for
which they hold a current type rating.
CFE/IFE: CAA Airman’s Certificate with appropriate Flight Engineer
rating.
SI/GTI: Not required to hold a current Airman’s Certificate.
B. Have no record of flight violations, aircraft accidents, or serious aircraft

incidents. Upon review by the Promotion Board, this provision may be
waived for incidents that did not involve pilot or flight engineer error.
C. DE, CP, or IP candidates must have completed at least one year of

service as a line captain with CAL. In addition, DE or CP candidates
must have completed not less than 12 months experience as an IP.
Expatriate pilots with at least one year of verified IP experience in type
at another certificated airline need not complete an additional 12
months as an IP at CAL to qualify for CP appointment.
D. CFE candidates must have completed at least three years of service

as a line flight engineer with CAL; candidates for IFE must have
completed not less than one year of service as a line flight engineer
with CAL.
E. Be nominated for the position by the responsible managers.
F. Be approved by the Promotion Board.
11.2.4 Number of Supervisory Airmen
The required number of Supervisory Airmen shall be established

periodically by the Flight Standardization Committee based on forecast
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training and checking requirements.
11.2.5 Training and Qualification
All supervisory airmen must satisfactorily complete the required course of

instruction set forth in the TM for each of the courses they will be scheduled
to teach or check. However, at the discretion of the Promotion Board, the
special IP Knowledge Enhancement course may be waived in the case of
exceptionally well-qualified candidates.
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Each SI must satisfactorily complete all recurrent ground training required

for line pilots or flight engineers, as appropriate, and satisfactorily complete
an annual proficiency check in accordance with policies applicable to line
pilots / flight engineers. Recurrent Emergency training is not required for
SIs.
All required courses of training for supervisory airmen shall be reviewed

and approved by the Flight Standardization Committee.
11.2.6 Standardization and Evaluation (STAN/EVAL)
A Standardization / Evaluation program is established and administered for

all supervisory pilots by OL. Refer to the Standards Manual for policies
relating to this program.
As a condition to retaining their supervisory airman appointment, each

supervisory airman will be required to complete a STAN/EVAL check in the
simulator and airplane no less frequently than once every 12 calendar
months, or as required by OL.
The FSC shall evaluate the overall performance of all supervisory airmen
once each year. The purpose of this evaluation is to compare the relative
performance of FSAs for purposes of promotion, demotion, and/or
retraining. The evaluation, expressed in terms of the CAL five-point rating
scale, will be based on observed performance during STAN/EVAL checks,
S-Flights, trainee/checkee course critiques, and management evaluations.
11.2.7 Revision / Waiver of Policy
All regulations governing the selection, appointment, and qualification of

Supervisory Airmen may be amended, waived, or revised at the discretion
of the FSC, provided they are not required by CAA regulation.
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11.3 FLEET STANDARDS AIRMEN
Fleet Standards Airmen report to OL.
FSAs are CPs who are responsible for providing technical support to their
assigned fleet and for conducting standardization/evaluation checks. FSAs
will be assigned one or more of the following duties:
• Coordinate with the fleet Chief Pilot or OE as appropriate regarding

standard operating procedures for each fleet. Draft recommended
changes, which will be reviewed and published either as temporary or
permanent revisions by OL.
• Attend Fleet Technical meetings to explain published SOPs and monitor

operating problems within each fleet.
• Assist the Chief Pilot in preparation of Fleet Technical Bulletins.
• Assist in the preparation of FOIs and FOBs affecting the assigned fleet.
• Conduct “S” flights, as assigned by OL.
• Conduct Standardization/Evaluation checks of CP/IP, or CFE/IFE as

appropriate, as assigned by OL.
• Assist in the evaluation and training of CPs and IPs. Prepare

recommendations for promotion or demotion, as appropriate.
• Participate in the evaluation and selection of candidates for CP/IP and

CFE/IFE positions and assist in the selection of new-hire pilots.
After receiving proper training, act as Technical Pilots, as required by OL,

for purposes of flight test and new aircraft acceptance.
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11.4 MANAGER OF FLYING TRAINING SECTION
Manager, Flying Training Section reports to OT.
Manager, Flying Training Section is an IP who is responsible for the design

of fleet-specific training programs and for the training and supervision of IPs
assigned to the fleet.
Manager, Flying Training Section duties includes:
• Develop and amend the flight training regulations.
• Develop and revise training materials.
• Develop simulator training procedures.
• Develop route briefing and route training courses.
• Supervise training facilities.
• Supervise the training progress of trainees.
• Review training effectiveness.
• Develop end-of-training procedures and review teaching materials.
• Participate in OT’s flight training meeting.
• Evaluate IP’s performance.
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STANDARDS
IZ is responsible for publishing policies defining eligibility, recruiting,

screening, interviewing, hiring, contracting, promotion, and compensation.
For detail hiring and recruiting information, refer to related administrative

policies of OG.
For promotion and transition information, refer to related administrative

policies of OP.
OL is responsible for publishing knowledge testing requirements;

simulator-screening processes are described in the Standards Manual. Any
CP or IP who has been briefed and approved by the OL may conduct pre-
hire screening tests for flight crewmember candidates.
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11.6 INITIAL AIRCRAFT ASSIGNMENT
After completion of APQ training, each pilot candidate will receive an initial
fleet assignment. The initial fleet assignment may be based on the pilot’s
performance during training and the needs of the fleets.
The procedure for initial fleet assignment shall be as follows:
A. OT will obtain the CAA CPL rating of each candidate and prepare a
summary of his/her training performance.
B. OP will convene a Manpower Planning Board, to be chaired by the

Senior Vice President, Flight Operation. Meeting members will include
the Vice President, the Assistant Vice Presidents, OT, OL, OP, and all
the Chief Pilots.
C. OP will be the secretary of the meeting and will report the results of the
assignment process to all affected parties.
D. OT will schedule all required training, as specified in the TM.
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11.7 UPGRADE STANDARDS
11.7.1 PIC Qualification
For all fleets, the captain candidate is qualified to act as a PIC only after
completing 100 hours in type, 2 months of CAL line flying experience and a
PIC check. Captain candidates who were previously CAL PIC qualified will
be PIC qualified upon completion of transition training.
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11.8 TRAINING SYLLABI
OT is responsible for drafting and maintaining the training syllabus and

supporting IP Notes for each required course of instruction. Syllabi shall be
reviewed by the FSC and approved by the senior management prior to
implementation.
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11.9 TRAINING PLANS AND SCHEDULES
OT and OP are jointly responsible for preparation of ab-initio, APQ, Initial,

Transition, and Upgrade training plans and schedules in accordance with
the current manpower plan and approved training syllabi.
OL is responsible for planning annual rating-renewal proficiency checks,

consistent with CAA regulations and the need to balance monthly check
airman requirements. OT is responsible for planning annual recurrent
training syllabi. OT and OP are jointly responsible for scheduling each flight
crewmember for all required recurrent training events. A goal of the
scheduling process will be to schedule individual crewmembers for “Single
Visit Training” (SVT) whenever practicable. Each flight crewmember will
normally be scheduled for two such “visits” to CAL training facilities each
year.
OP is responsible for publishing all training and proficiency or line check

schedules. OP will coordinate with OT regarding approval of IPs for each
scheduled training event; OP will coordinate with the OL regarding approval
of CPs for each scheduled check event; OP will coordinate with the
respective Chief Pilot regarding the scheduling of IPs or CPs for line
training events.
Check Airmen may be used for ground or flight training events only when
the required number of IPs/IFEs are not available and only with prior-
approval from OL or OE, respectively.
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11.10 LICENSING
It is the responsibility of OP to obtain initial and renewal airman certificates,

type ratings, and crewmember certificates. OP will track crewmember
license renewal requirements, but each flight crewmember personally is
responsible to ensure that renewal of type ratings and medical certificate
are accomplished prior to their expiration date.
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11.11 TRAINING PROGRAMS
CAL training programs are designed to provide the pilot with all the
instructions needed to perform up-to-standard during line operations.
Training time/sectors may be extended by OT up to 25% automatically
upon recommendation of the trainee’s IP. Extensions of more than 25%
over the programmed time or sectors will require approval from a TRB.
11.11.1 Indoctrination Training
Indoctrination training is given to all new-hire flight crewmembers. The

purpose of this course is to familiarize the trainee with CAL, the
organization and reporting relationships, personal responsibilities, and
general operating procedures contained in the FOM, RAM, and RIM. Refer
to the TM for a full course description.
11.11.2 APQ
The Airline Pilot Qualification Course (APQ) is conducted to help pilot

candidates without previous airline experience transition successfully to an
airline operating environment. APQ provides practical experience in flight
planning and implementation procedures, compliance with ATC and flight
regulations, use of operating publications such as the Jeppesen Airway
Manuals, jet transport aircraft performance, aircraft handling procedures,
and basic CRM skills. Upon completion of APQ training, pilot candidates
enter initial training for their assigned aircraft. Refer to the TM for a full
course description.
11.11.3 Initial Training
Initial training is designed to type-qualify flight crewmembers who are

transitioning for the first time to airline turbojet operations. The course
includes a full course of CBT, FTD, FFS, and local aircraft training prior to
line training. Any pilot without civil aviation experience must complete this
course. Refer to the TM for a full course description.
11.11.4 Transition Training
Transition training is normally Zero Flight Time training, conducted entirely

in level C/D simulators. The course syllabus is identical to that for Initial
Training except that there is no airplane local training upon completion of
simulator training. Refer to the TM for a full course description.
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11.11.5 Re-Qualification Training
Re-qualification training is an abbreviated course of instruction given to

currently-qualified flight crewmembers joining CAL from another airline, or
to pilots who have previously qualified on type but, for medical or personal
reasons, have not maintained currency. Refer to the TM for a full course
description.
11.11.6 Differences Training
Differences training is an abbreviated course of instruction designed to

qualify flight crewmembers who are currently qualified on aircraft type to
operate a variant or new version of that aircraft. Refer to the TM for a full
course description.
11.11.7 Cross Crew Qualification (CCQ) Training
CCQ training is an abbreviated course of instruction designed to qualify

crewmembers who are currently qualified on a similar type of aircraft. This
applies to airplanes like the A320 to A340 and A330 to A340. Refer to the
TM for a full course description.
11.11.8 Upgrade Training
Upgrade training prepares first officers who have been promoted to captain
for the responsibilities of command. Refer to the TM for a full course
description.
11.11.9 CRM Training

CRM training is designed to provide flight crewmembers with a strong
theoretical and practical basis for the management of human factors in
airline operations. The CAL CRM program targets specific behavioral
objectives in the areas of teamwork, communication, decision-making, and
workload management. Refer to Chapter 5 for a description of CRM
philosophy, policy, and behavioral objectives; refer to the TM for a full
course description.
11.11.10 Emergency Training
Emergency training is designed to familiarize flight and cabin crewmembers

with the contents of the SEP and to provide them with practice in
emergency procedures that require teamwork between cabin and flight
crew. Refer to the TM for a full course description.
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11.11.11 Recurrent Training
Recurrent training is conducted annually to refresh flight crewmembers on

all procedures and techniques learned in type training. Recurrent training
programs shall include the CRM and Emergency Training. Refer to the TM
for full course descriptions.
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11.12 COCKPIT POSITION (SEAT) QUALIFICATION
Pilots must be trained and qualified for duty in the respective cockpit
position (seat) prior to serving in that position for takeoff and landing during
line operations. All CPs and IPs will be qualified to fly in CM1 and CM2
position during transition, re-qualification, or upgrade training. All captains
will be qualified for flight from CM1 position, and will take proficiency check
only in the CM1 position. All cruise captains will be trained for flight from
CM1 and CM2 position, they will take their initial proficiency check and
subsequent rating-renewal checks in the CM1 position, the other
proficiency check will be taken in the CM2 position. All first officers will be
qualified for flight only from the CM2 position.
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11.13 INITIAL OPERATING EXPERIENCE (IOE)
IOE consists of the required number of sectors, flight time, and/or specific
route and airport qualifications required for flight crewmembers prior to a
line check.
IOE is designed to provide each crewmember with a thorough review of all

CAL SOPs and policies that affect line operations. Specific knowledge
requirements for IOE training are listed in IOE Checklists, prepared by each
Chief Pilot.
The IOE checklist will be distributed to each trainee prior to the completion
of simulator training during initial, transition, or re-qualification courses.
Another copy of the IOE checklist will be placed in each trainee’s Training
Folder prior to the start of line training. Each trainee is responsible for
thoroughly reviewing each knowledge item in listed manual references,
prior to start of line training. IPs conducting IOE training will review and
initial beside items on the checklist not previously signed off. Each IP
should review the IOE checklist prior to each training flight to develop a
training plan for the flight. After all knowledge items on the IOE checklist
have been initiated by IPs, IPs on subsequent flights may recommend the
trainee for a line check when, in their opinion, the trainee is fully prepared.
The recommendation of 2 IPs is required before a line check can be
scheduled.
Flight crewmembers must be scheduled for IOE as follows:

A. Flight crewmembers who have been issued a CAA type rating may be
assigned as a required crewmember on single-crew flights, under the
conditions set forth in paragraph “B” below.
B. Captains must be scheduled for IOE with a check pilot for not less than
the first four takeoffs and landings. The check pilot must occupy a pilot
station during this time, or until such later time as the qualifying captain
has demonstrated the ability to satisfactorily perform all phases of flight
operations without assistance. When the qualifying captain has
demonstrated this level of ability, the pilot must so-certify in the space
provided on the IOE form.
After a captain has been certified safe for unassisted operations by a CP,
the remainder of IOE may be scheduled with either a CP or an IP, who
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will serve as PIC. CPs or IPs may then occupy either a pilot station or
observer position during flight operations, at their discretion.
Cruise Captains or First Officers may be scheduled for IOE under

supervision of either a CP or IP, who must occupy a pilot station during
takeoff and landing.
C. OP may schedule crewmembers for regular line duties immediately after

satisfactory completion of a line check.
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11.14 SLOW TRAINING PROGRESS
If a pilot fails to achieve satisfactory progress during required ground

training courses, the Supervisory Airman who conducts the training shall
promptly notify OT and provide a recommendation for supplemental
training, if appropriate. If unsatisfactory performance occurs during route
training, the IP or CP will notify the Chief Pilot. The Chief Pilot will then
discuss the matter with OT to determine appropriate remedial action.
OT may approve additional training of up to 25% over the time or sectors

allotted in the course syllabus. If OT believes the trainee will require more
than a 25% increase in allotted training time, or if the trainee’s performance
is deemed unsatisfactory, OT will call for a TRB. In either case, OT must
promptly notify OP of the change in schedule and expected revisions to
availability for line flying. If the pilot has been referred to a TRB, availability
will be deferred indefinitely.
The IP or CP involved in the training shall submit written recommendations

to the Chief Pilot and General Manager of OT, regarding additional training
needed by the pilot to attain standards set for the training program. The IP
or CP may also recommend a change of instructors or indicate that there
should be no change in instructors. Before making a decision regarding
additional training under the same instructor, the Chief Pilot shall discuss
the matter with the trainee.
The needs of each pilot who fails to complete a required training program
often vary according to the individual and circumstances involved.
Consequently, it is difficult to establish rigid curricula for additional training.
Managers should do their best to tailor additional training to the needs of
the trainee and all such training should be conducted as soon as possible
to prevent long breaks in the training program.
OT must document additional training and the trainee’s progress must be

closely monitored to ensure satisfactory progress.
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11.15 SUSPENSION OF TRAINING
If OT determines that a trainee has failed to make satisfactory progress

during training, a TRB should be held as soon as possible. The purpose of
such a meeting is to evaluate the trainee’s performance and to determine
whether or not additional training is appropriate.
The TRB may decide to continue the trainee’s training on the current fleet,
to transfer the trainee to another fleet, or to terminate the training.
In all cases of unsatisfactory progress hearings, the TRB will also evaluate
the quality of the training given to the trainee. Sometimes, inadequate
performance is caused by the training system, not the trainee. Such system
problems must be corrected or inadequate performance may become the
norm.
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11.16 SIMULATOR / FTD MALFUNCTION
Supervisory airmen must report any observed simulator / FTD malfunction

in the log after each training / check.
If a check or training period is cancelled or reduced due to mechanical

malfunction of a training device, the training or check is recorded as
“incomplete”.
If pilot performance during the check or training has been satisfactory, the
flight crewmember may be returned to the line pending rescheduling of the
training/check. Rating renewal checks must, however, be completed within
the allowable time established for the check by CAA.
Supervisory Airmen shall make every reasonable effort to complete

scheduled simulator periods on time. If a training period is delayed due to
mechanical malfunction or the need to repeat maneuvers, the period shall
be terminated on time and the training period shall be marked incomplete if
all required events have not been completed and inform OL, OT, OP and
respective Chief Pilot. If a required proficiency check is delayed, the period
may be completed if all required check items can be finished not later than
15 minutes after the scheduled period.
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11.17 SIMULATOR SCHEDULING POLICY
11.17.1 Priority
OT and OP are responsible for preparing a monthly simulator use plan,

based on planned training and checks. OP is responsible for publishing the
schedules of individual flight crewmembers.
After receiving the monthly simulator use plan from OP and OT, OQ will
publish the simulator schedule.
The priority for simulator use is as follows:

(1) Required CAL checks.
(2) Required CAL training.
(3) Contracted outside users.
(4) Administrative uses such as pre-hire screening.
(5) Public relations activities.
11.17.2 PCs and PTs
All required PCs will normally be preceded by the corresponding PT and

will be scheduled to occur on the day following the PT. When necessary,
the required PC may be scheduled to occur not more than 7 days after the
corresponding PT. Any further extension or waiver of the PT requires the
approval of OL.
11.17.3 Observers in the Simulator
With the approval of OT, any flight operations manager or supervisory

airman may observe any simulator training or check. With OT approval and
the concurrence of the IP, other persons may observe simulator training
periods. With OT approval and the concurrence of the IP/CP, non-
supervisory personnel may observe simulator checks.
Each observer who is not a manager or supervisory airman will be issued

an observer pass by OT, which they will present to the IP or CP prior to
entering the simulator. IPs and CPs must list observers in the simulator log.
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11.18 PROFICIENCY CHECK
11.18.1 Requirement for Proficiency Check
Upon completion of initial, transition, upgrade, or re-qualification training,

each flight crewmember must satisfactorily complete a type rating check,
administered by a CAA Examiner or by a CAA-designated CAL Examiner
(DE). The date of the crewmember’s first rating check establishes his or her
“Anniversary date.” All recurrent training and checking will be planned and
scheduled according to this anniversary date.
Each flight crewmember must also satisfactorily complete two recurrent

proficiency checks every year. One such check is a CAA-required rating-
renewal check, covering specified maneuvers, which must be completed
not later than the anniversary date.
The other check includes different maneuvers each year according to

training events included in the planned recurrent training cycle. This check
must be completed within four to eight months after rating renewal check.
All proficiency checks has to be conducted in an approved flight simulator.

Only CAA-required local aircraft training / checks may be conducted in an
aircraft.
A. Check Syllabus / Standards
OL is responsible for publishing the syllabus and standards of

performance for each required proficiency check. This information
can be found in the Standards Manual.
B. Scheduling
OP is responsible for scheduling and publishing all required proficiency

checks according to each crewmember’s anniversary date.
C. Proficiency Check Notification
OP will normally provide each flight crewmember who is scheduled for

PC1 or PC 2 with not less than 7 days notice prior to the check. The
required notice will specify the type check scheduled (PC1 or PC 2).
OL will publish, for each fleet, the PC1 and PC2 syllabus outline not
later than December 1 each year. Crewmembers will be provided
with a summary of the check syllabus not later than a month before a
OZ-OL-01 2001/01/01
check is to be conducted.
D. Proficiency Check Report
Check Airmen who conduct required proficiency checks shall

document the results of each check on the proper check form. CAA
type rating checks and the annual rating renewal check (PC1) must be
reported on both the CAA-approved form and the CAL Proficiency
Check Report. The results of the company-required proficiency
check (PC2) must be reported on the CAL Proficiency Check Report.
Each line on the check report form must indicate the results of the
maneuver or item unless waived.
E. Review and Approval
All initial, transition, re-qualification, upgrade, and recurrent checks will

be reviewed and approved by OL and the respective fleet Chief Pilot.
The Vice President, Operations must review and approve proficiency

check reports for upgrade checks, rechecks following failure, and
special checks required by a TRB.
11.18.2 Review and Approval
All initial, transition, re-qualification, and upgrade checks will be reviewed

and approved by OT and OL. All required recurrent checks will be reviewed
and approved by OL.
The results of re-checks following check failure or checks required as a

result of a TRB must be reviewed and approved by the Vice President,
Flight Operations.
OZ-OL-01 2001/01/01
11.19 TRAIN TO PROFICIENCY CONCEPT
CAL employs a train-to-proficiency concept in its pilot proficiency checking

programs. The train-to-proficiency concept recognizes that checks of
crewmember proficiency are an extension of the training program,
designed to ensure that crewmembers are fully prepared and qualified for
line operations. As such, proficiency checks are learning experiences as
well as evaluations. Crewmembers should emerge from check flights with a
sense of enhanced knowledge and skill.
The train-to-proficiency approach is consistent with CAA regulations and

the progressive check provisions of U.S. FAR 121.441. In relevant part, this
regulation reads as follows:
If the pilot being checked fails any of the required

maneuvers, the person giving the proficiency check may
give additional training to the pilot during the course of
the proficiency check. In addition to repeating the
maneuvers failed, the person giving the proficiency
check may require the pilot being checked to repeat any
other maneuvers he finds are necessary to determine
the pilot’s proficiency. If the pilot being checked is unable
to demonstrate satisfactory performance to the person
conducting the check, the certificate holder may not use
him nor may he serve in operations under this part until
he has satisfactorily completed a proficiency check.
If a crewmember is unable to demonstrate the required level of proficiency

on a required performance item during a check, the CP may suspend the
check and provide the crewmember with additional training or guidance.
After the training has been completed, the check may be resumed and a
re-check of the maneuver may be conducted. If the re-checked item is
satisfactory, the CP may score the item as S; if not, it will be considered a
failed item. In either event, the check should be continued and all required
items should be completed.
If a CP decides to suspend a check and conduct training, the crewmember

should be told, “The check is stopped now”. When the CP determines that
the crewmember is ready for a re-check of the item, he or she should state,
“The check is started now”.
OZ-OL-01 2001/01/01
The recheck privilege is limited to two required items during a proficiency

check. The check will be evaluated as “Fail” under any of the following
conditions:
• A single item was unsatisfactory after repetition;
• More than 2 items have to be repeated; or
• If, in the opinion of the checked airman, the overall performance of the
crewmember being checked is unsafe.
In those cases where a crewmember fails one or two items during a check,
the CP may recommend re-check on only those items. If more than two
items are failed, the entire check must be repeated.
OZ-OL-01 2001/01/01
11.20 LINE CHECK (L/C)
Each flight crewmember must satisfactorily complete an initial line check by

a CAL Check Airman within 120 days after completing their type rating
check for each aircraft. This line check may only be conducted after two
line instructors have recommended the crewmember for check and upon
completion of the minimum initial operating experience (IOE). CAA
regulations require completion of at least 50 hours or 20 landings during
IOE.
During a line check, checkees must be observed performing the duties of

their assigned position during normal line operations. In the case of a PIC,
the pilot must be checked while actually performing the duties of PIC.
Flight crewmembers must also satisfactorily complete a line check in the

following cases:
A. Annual Line Check
Each crewmember must satisfactorily complete a line check at least

once each year for each aircraft in which they maintain qualification.
This check must be administered by a CAL check airman.
B. PIC Consolidation Check
Each captain selected for command will be given a PIC Consolidation

Check by a CAL Check Airman when they meet the PIC requirement
described in 11.7 of this Chapter.
C. Special Line Check
Special line checks are conducted at the request of the respective fleet
Chief Pilot, OL, or a TRB.
D. Standardization Line Check
All supervisory airmen will be checked at least one each year for
standardization during line operations while conducting a line check or
line training, as appropriate to their position. Such checks shall be
scheduled by OP at the direction of OL and will normally be conducted
by a Fleet Standards Airman or OL manager.
E. STAN/EVAL Simulator Checks
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All supervisory airmen will be checked at least once each year for
standardization while conducting simulator training or checks, as
appropriate to their position. Such checks shall be scheduled by OP
at the direction of OL and will normally be conducted by a Fleet
Standards Airman or OL manager.
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11.21 PERFORMANCE STANDARDS
Performance standards are published in the Standards Manual. Flight

crewmembers will be briefed regarding standards of performance prior to
each training or check session.
Flight crewmembers must be fully prepared for all assigned training

sessions and proficiency or line checks. This includes a thorough
knowledge of SOPs, recommended flight techniques, and standard
callouts. Every flight crewmember must also be able to recite from memory
all recall or memory abnormal checklist items and aircraft certificate
limitations.
Any flight crewmember who has not completed a proficiency or line check
by the date required shall be removed from the flight schedule until such
time as the required check has been satisfactorily completed.
Individual crewmembers are required to maintain current records of their

flight qualifications. Anytime it appears to that their qualification may lapse
during the current month and they have not been scheduled for a required
check, the individual crewmember must promptly notify OP. If a required
check have not been conducted by the qualification expiration date, the
crewmember shall advise OP to remove them from the flight schedule and
may not operate a line flight until such time as the required check has been
satisfactorily completed.
11.21.1 Aircraft Handling Requirements
Flight crewmembers will be briefed regarding standards of performance

prior to each training or check session. Pilots are expected to operate
within the following tolerances during proficiency checks:
• All assigned headings must be flown within 10 degrees.
• All assigned tracks and bearings must be flown within 10 degrees.
• Altitude control must be maintained within 100 ft of that assigned.

Compliance with minimum altitudes during approach is required.
• Airspeed must be maintained within 10 kts with the exception of

maneuvering speeds for specific configurations, which allow for no
deviation below the calculated value.
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• No more than 1/2 scale deflection of course deviation indicators during

instrument approaches. Certain precision approaches may require more
restrictive tolerances.
In applying these standards, brief deviations from allowable tolerances are

permissible. However, flight crewmembers are expected to promptly
recognize those deviations and to apply positive corrective action. PNFs
are also expected to callout SPEED, ALTITUDE, or HEADING/COURSE
deviations until the PF is fully aware of them.
11.21.2 Ground Training Examinations
A. Open Book –
80 percent is the minimum passing score.
B. Closed Book
70 percent is the minimum passing score.
11.21.3 CBT
CBT will be evaluated according to closed-book standards.
OZ-OL-01 2001/01/01
11.22 EVALUATION STANDARDS
11.22.1 Training
The following chart provides a word description of the 1 through 5
evaluation score used to evaluate flight crewmember performance during
training:
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GRADE Technique Airmanship Preparation CRM

Absorbed instruction Performed without No prompting or Performs with a
quickly and fault in new additional team spirit.
5
displayed polished situations and/or instruction was Effectively use of all
Excellent technique together under a moderately required. available resources.
with good judgment. high workload. Exhibits excellent in
communication and
decision-making.
Applied basic Operate the aircraft Knew his/her work Understand CRM
techniques and safely in all quite will but had to spirit. No additional
4
sound judgment in a situations. The crew be prompted on briefing and monitor
Good smooth positive did not become some points from required. Exhibits
manner. Some minor confused under earlier instruction. proper crew
lapses were evident, moderate workloads. coordination.
but such lapses
merely detracted
from the overall
finesse.
Judgment was Operated the aircraft Had grasped all Crew coordination
sound and he safely, but the crew essential aspects of generally sound.
3
applied the correct sometimes is slow to the flight, but Adequate use of all
Average basic techniques, either reach or act on additional available resources
safe for flying but his/her decisions in instruction was with limit briefing
his/her handling is new situation. required to facilitate and monitoring.
sometimes rough. full understanding Flight safety issue is
of some not concern.
background
considerations.
Usually applied the Operated the aircraft Had tried to prepare Insufficient fluency
basic techniques safely in familiar for the flight but in utilizing all
2
and displayed situations. Poor additional available resources.
Should judgment, but his/her decisions in new instruction was Crew Coordination
Improve handling is rough situations were necessary to needs to be
and he/she is evident. complete this improved. To
sometimes slow to preparation. maintain flight
act on his judgment, safety, constant
he/she needs to be monitoring is
monitored closely. required.
Applied the basic Operated the aircraft TRIED to prepare Unable to identify
techniques with in a hazardous but he/she had and utilize available
1
difficulty and was manner even in difficulty discerning resources even after
Poor very slow to act on familiar situation. the essential properly briefed.
his judgment unsafe aspects of the Inadequate crew
for flying. lesson. Repetitive coordination.
instruction was Unable to operate
necessary to efficiently and
complete the safely.
instruction.
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11.22.2 Check
The evaluation standards for proficiency and line checks are as follows.
A. A check event or performance item will be evaluated as satisfactory

(“S”) if:
(1) Knowledge of aircraft limitations, normal and abnormal

procedures, and recommended operating techniques are
acceptable;
(2) Aircraft handling was safe and acceptable under prevailing

conditions;
(3) The flight contained only minor errors that did not affect flight
safety;
(4) The crewmember exhibited adequate situational awareness,

sound judgement, and flight management skills.
(5) The crewmember exhibited satisfactory crew coordination and

CRM skills.
B. A check event or performance item will be evaluated as satisfactory

with briefing (“SB”) if:
(1) Knowledge of aircraft limitations, normal or abnormal procedures,

or recommended techniques was incomplete, but did not affect
flight safety;
(2) Aircraft handling was safe but of a lower standard than normally
expected;
(3) The crewmember deviated from standard procedures or

recommended techniques without creating a more hazardous
situation, noticed such deviation, and corrected the situation on
his or her own initiative;
(4) The crewmember deviated from standard procedures or

recommended techniques but was able to repeat the item
satisfactorily after briefing or training from the supervisory airman;
or
(5) The crewmember experienced some difficulty or required some

prompting from the other crewmember to satisfactorily accomplish
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the event.
(6) The crewmember did not follow crew coordination concepts or did
not exhibit adequate CRM skills.
C. A check event or performance item will be evaluated as unsatisfactory

(“U”) if it cannot be graded as satisfactory or satisfactory with briefing.
An unsatisfactory grade will also be assigned if:
(1) Knowledge of aircraft limitations, normal or abnormal procedures,

or recommended techniques was incomplete to the extent that it
was clear the crewmember had not properly prepared for the
check;
(2) The aircraft, passengers, or crew would have been endangered as

a result of aircraft handling or flight techniques;
(3) Multiple errors were made during a single exercise which led to a
hazardous situation;
(4) There was a major deviation from standard procedures that

resulted in a dangerous situation.
(5) ATC clearance, assigned altitudes, or published altitudes were

violated;
(6) The crewmember required repeated prompting or assistance from

other crewmembers to complete an event;
(7) The crewmember repeatedly failed to apply proper crew

coordination concepts or CRM behaviors;
(8) Aircraft operating limits were exceeded; or
(9) The flight crashed.
D. Waived (W)
The maneuver or performance measure was waived in accordance

with CAA or Company policy.
E. Check Form
If one or more items are evaluated as “SB” or “U,” an explanation must

be entered in the “Comments” section of the check form. Comments
related to SB evaluations are used primarily to evaluate training
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programs. The SB grade is considered to be satisfactory

performance and is not used to evaluate individual performance.
Items evaluated as “U” require a recommendation regarding additional

training or checking.
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11.23 CHECK FAILURE
Reports of proficiency or line checks shall be processed according to the

attached flowchart.
If a flight crewmember fails a check, the Check Airman will identify the
cause or causes of the failure and will recommend additional training or
checking, as appropriate. If two or fewer performance measures are
evaluated as unsatisfactory during a check, the Check Airman may
recommend re-check on only those items. If more than two performance
measures are evaluated as unsatisfactory, a full proficiency check must be
conducted following any required training.
If a pilot exhibits unsatisfactory performance during a Line Check (LC), the

Check Airman may: (1) Replace the pilot with another qualified pilot; (2)
Remove the pilot from the flight; or (3) if the checkee is PIC, relieve the pilot
and provide additional training with the Check Airman acting as PIC. Any
rescheduling or reassignment of crewmembers is subject to applicable
flight time and duty time limitations.
Check Airmen must promptly advise OP of proficiency or line check

failures. OP will remove the pilot from flying status until retraining and/or a
recheck has been satisfactorily completed. OP will also notify the Chief
Pilot, OT, and OL of check failure as soon as possible. The crewmember
will remain on normal pay status until completion of a re-check.
OP will schedule re-checks, using a different Check Airman, as soon as

reasonably and legally possible, If a pilot fails to satisfactorily complete a
recheck, the matter will be promptly referred to a Technical Review Board
(TRB). The respective Chief Pilot, OL, and OT will prepare
recommendations for consideration by the TRB.
The TRB, after fully considering all factors in the pilot’s performance, may
recommend additional training, another re-check, demotion, re-assignment,
or termination. Until such time as additional training or re-check required
by the TRB have been satisfactorily completed, the pilot will be placed in a
no-pay status.
Upon completion of required retraining and or re-checks, the crewmember

will be returned to line operations as soon as possible, preferably to their
original roster for the month.
OZ-OL-01 2001/01/01
11.24 DUAL QUALIFICATION
Flight crewmembers may be dual-qualified with the approval of Vice

President, Flight Operations. The primary purpose of dual-qualification is to
allow senior IPs and CPs to conduct training and/or checks on more than
one type aircraft.
OZ-OL-01 2001/01/01
11.25 ROUTE & AIRPORT QUALIFICATION
Pilots shall be qualified for operation over CAL routes and into authorized
airports according to regulations set forth in TM.
After initial route qualification, each PIC is personally responsible for

maintaining familiarity with all routes operated. By signing the Flight
Release form, the PIC is certifying that he/she is familiar with the route of
flight and all destination and alternate airports listed in the CFP. In addition,
for those routes extending over mountainous terrain with specified escape
routes, the PIC is certifying that they are familiar with all such escape
routes along the planned track.
CAL has designated the following routes as requiring special PIC

qualification:
• Routes to Middle East and Europe.
• Routes to Australia and New Zealand.
• Routes to Mainland China, including Hong Kong.
• Routes to Russia.
• Any routes based on RNP, MNPS or ETOPS criteria.
A pilot may not serve as PIC on these routes unless, within the preceding
12 calendar months, he/she has served as an operating crewmember over
that route, has received a route briefing, or has completed self-briefing
using approved route information such as that found in the RIM. A PIC
whose route qualification has lapsed may re-qualify by operating the route
in any capacity other than as PIC (including observing from the jumpseat),
by operating as PIC under the supervision of a CAL CP or IP, or by
participating in an approved route briefing.
CAA has designated certain authorized airports as “special airports”.

These airports are indicated by a bold faced letter “S” in the OPS SPEC
airports authorization.
Special airports generally are situated near dangerous terrain or obstacles

and may require special approach or missed approach procedures. The
following airports are designated as Special Airports for CAL (refer to OPS
SPEC):
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1. Hong Kong, Chek Lap Kok International Airport (VHHH).
2. Kaoshiung, Taiwan (RCKH).
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3. Sung Shan, Taiwan (RCSS)
4. Hilo, Hawaii (PHTO)
5. San Francisco International (KSFO)
6. Ontario, CA (KONT)
7. Iwo Jima, Japan (RJAW)
Special qualification is required for each pilot prior to service as PIC in

operations to any designated “special airport”. No pilot may serve as PIC to
or from a designated special airport unless, within the preceding 12
calendar months:
• The PIC has made an entry into that airport (including a takeoff and
landing) while serving as a flight crewmember or flight deck observer;
or
• The PIC has qualified using flight simulator with accurate terrain map.
Each Captain shall maintain a record of special route and airport

qualifications in their Certificate of Competency and Personal Log (gold
card). There are no special route or airport qualification requirements for
Cruise Captains or First Officers.
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11.26 RECENT OPERATING EXPERIENCE
11.26.1 Landings
Pilots must accomplish at least 3 takeoffs and landings each 90 days.

Required takeoffs and landings may be accomplished either in the aircraft
or full flight simulator.
Each pilot is responsible for monitoring and maintaining a record of his/her

personal landing requirement.
If a pilot finds that they will not satisfy this requirement, they will notify OP to
schedule them for a simulator local training period with at least 3 takeoffs
and landings.
11.26.2 Re-qualification Requirement
A. Flight crewmembers whose PC has lapsed for more than 12 months

must complete recurrent training, one 2-hour proficiency training (PT),
and one 2-hour PC.
B. Flight crewmembers whose PC has lapsed for more than 24 months

must complete a full transition course.
C. Any flight crewmember who has not flown for a period of 45 consecutive
days must complete a two-hour PT prior to further flying.
OP will track all currency requirements, but it is the responsibility of each

individual pilot to monitor landing currency. If a landing is required within
thirty days to maintain currency, cruise captains and first officer shall so
notify the PIC on each flight. PICs must give consideration to this
requirement when designating PF duties.
Any pilot who becomes aware that his/her currency is about to lapse shall
provide OP with as much notice as possible so that required simulator
practice may be scheduled without disrupting the flight schedule.
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11.27 S-FLIGHTS
Policies and procedures for S-Flights are published in the Standards

Manual.
The purposes of S-Flights are:
(1) evaluate the effectiveness of the operating system from the stand point
of safe and efficient flight operations. The quality of teamwork,
cooperation, and standardization exhibited by Dispatch, Maintenance,
flight crew, cabin crew, and ground service personnel will be the focus
of each S-Flight Supervisor or Observer. S-Flights are not
crewmember line checks.
(2) provide CAL management and training personnel with an opportunity

to maintain familiarity with line operating practices and procedures.
S-flight authority will be granted in either a “supervisor” or “observer” status.
S-Flight supervisors are airmen who are type-rated on the aircraft and who
are qualified to evaluate crew performance (CPs, CFEs, IPs, or IFEs). S-
Flight observers may or may not be type-rated on the aircraft and only
observe overall flight performance. S-Flight supervisors must submit an
abbreviated report. Report forms will be issued by OP at the time of S-Flight
approval.
The General Manager of OP is responsible for issuing S-Flight

authorizations, special case should be approved by the Vice President or
Assistant Vice President of Flight Operations Division.
S-Flight observers must have a seat in the cabin; S-Flight supervisors must
have a cabin seat and his seating priority will be First Class, Business
Class, and Economy, according to space available.
S-Flight supervisors or observers are not part of the operating crew for the
flight qualified and current supervisors may, however, act in relief of an
operating crewmember in the event of incapacitation or other emergency.
S-Flight supervisors or observers will normally meet the crew in the
checking counter of OP and will present their S-Flight authorization to the
PIC prior to board the aircraft.
PICs are responsible for ensuring that personnel authorized to conduct an

S-Flight on one of their assigned flights are accorded the opportunity to
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observe requested portions of the flight. In the case of double crews, one of
the assigned crewmembers may occupy the supervisor’s or observer’s seat
in the cabin, as requested by the supervisor or observer.
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The PIC is authorized to make the final decision regarding entry to the
cockpit for any authorized observer. Supervisors must be admitted to the
cockpit upon presentation of proper authorization and identification.
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11.28 PERSONAL RECORDS
The following files and records shall be maintained for each flight
crewmember by the indicated department:
• Flight crewmember’s correspondence, and disciplinary records – OG
• Training Record – OP/OV
• Personal qualifications, currency, crewmember certificate, type rating,

and licenses (including certification copies) – OP
• Record of proficiency or line check performance – OL/OP
• Flight crewmember personnel file, including employment application and

contracts – IZ
• Records verifying personal bio-data (prior employment, qualifications

upon employment with CAL, background checks, flight records, etc.) –
IZ.
Each of the responsible departments named above shall maintain the

indicated records for 12 months, after which time they shall be transferred
to OV.
Access to personal files is limited to the employee, his/her attorney-in-fact,

or designated family members. Access will only be granted with approval of
the employee’s manager.
The personal files and records for each employee shall be retained for a
period of ten years following separation of the employee from employment
with CAL.
OZ-OL-01 2001/01/01
Forms Rev. 2
Chapter 12 Forms
Table of Contents
12.1 LOADSHEET ........................................................................................ 12-3

12.1.1 Loadsheet (manual) Sample................................................................. 12-3
12.1.2 Explanation of Manual Loadsheet......................................................... 12-4
12.2 BIRD STRIKE REPORT FORM............................................................ 12-6
12.3 CREW REPORT ................................................................................... 12-7
12.4 CAT II REPORT (AUTOLAND REPORT) ............................................. 12-9
12.5 COMPUTER FLIGHT PLAN (CFP) .................................................... 12-10

12.5.1 CFP Example ...................................................................................... 12-10
12.5.2 Explanation of CFP Format................................................................. 12-11
12.6 SIMPLIFIED FLIGHT PLAN (SFP) ..................................................... 12-16

12.6.1 Instruction of the Simplified Flight Plan............................................... 12-16
12.6.2 SFP Example ...................................................................................... 12-19
12.7 FUEL SHEET...................................................................................... 12-21
12.8 CAPTAIN’S ANNOUNCEMENT ......................................................... 12-22
12.9 DISPATCH MESSAGE........................................................................ 12-23

12.9.1 Flight Release Form............................................................................ 12-23
12.9.2 Redispatch Message Record.............................................................. 12-24
12.10 OPERATION LOG .............................................................................. 12-25

12.10.1 Sample................................................................................................ 12-25
12.10.2 Explanation of Operation Log ............................................................. 12-26
12.11 NOTIFICATION TO CAPTAIN (NOTOC) ............................................ 12-28
12.12 TECHNICAL LOG BOOK ................................................................... 12-30

12.12.1 Sample................................................................................................ 12-30
12.12.2 Explanation of TLB.............................................................................. 12-32
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Forms Rev. 2
12.13 FLIGHT DECK PASS.......................................................................... 12-37
12.14 LOADSHEET(EDP) ............................................................................ 12-38

12.14.1 Loadsheet (EDP) Sample ................................................................... 12-38
12.14.2 Explanation of EDP Loadsheet ........................................................... 12-39
OZ-OL-01 2001/07/01
Forms Rev. 2
12.1 LOADSHEET
12.1.1 Loadsheet (manual) Sample
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Forms Rev. 2
12.1.2 Explanation of manual Loadsheet
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Forms Rev. 2
OZ-OL-01 2001/07/01
Forms Rev. 2
12.2 BIRD STRIKE REPORT FORM
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Forms Rev. 2
12.3 CREW REPORT
Crew Report – page 1
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Forms Rev. 2
Crew Report – page 2
OZ-OL-01 2001/07/01
Forms Rev. 2
12.4 CAT II REPORT
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Forms Rev. 2
12.5 COMPUTER FLIGHT PLAN (CFP)
12.5.1 Example
ZCZC 059 041517 NOV 99
QD TPEOOCI
.FLTJD7X(1)
CHINA AIRLINES COMPUTER FLIGHT PLAN
PLAN 0515CAL601/05 RCTP TO VHHH737LM79/FIFR04/11/99

(2)(3)(4)(5)(6)(7) (8)
NONSTOP COMPUTED 1517ZFOR ETD 2310ZPROGS 0400ADF18601LBS
(9) (10) (11)(12)(13)
SPEED SKD CLB-280/.78 CRZ-M79 DSC-.78/280 APMS/P 0000 PCNT..
(14)(15)(16)(17)
FUEL (19) (20) (21) (22) (23) (24) (25)
TIME NAM NGM TAKEOFF LAND AV PLD OPNLWT
(18)POA VHHH 009800 01/30 0534 0477 153753 143999 038518 094817
(26)ALT RCKH 006700 01/04 0377 0413
HLD 002600 00/30
CONT 001400 00/15
REQ 020500 03/19
XTR 000000 00/00
TOT 020500 03/19
TAXI 000500
RAMP 021000 TRK C001
(27)DTW 133300
(28) RCTP MK5 MKG A1 ELATO ASTRA1 VHHH

(29) WIND M055 (30) MXSH 04/CHALI
(31) FL 350
(32) M79 FL310 009904 01/27
M79 FL280 010102 01/26
(33) BURN OFF ADJUSTMENT PER 5000 LBS CHANGE IN TOW 0193 LBS . . . . . .
REMARKS.....
SKD LVRCTP.............ZARRVHHH..............Z
BLOCK OUT.............................ZBLOCK IN...............ZBLOCK TIME.................
TAKE OFF................................ZLAND ON................ZFLT. TIME......................
POSN DIST TC FL WIND TAS ZT B/O ETO FL P.FR TEMP

(34) (35) (36) (37) (38) (39) (40) (41) (42) (43) (44) (45)
GMA DTGO MH SR TEMP GS ACTM ACBO ATO RETO A.FR WIND
(46) (47) (48) (49) (50) (51) (52) (53) (54) (55) (56) (57)
N24 43.2 E120 31.2 CHALI 0187

CHALI 054 242 CL 20013 372 009 018 --------- --------- --------- ----------
151 0423 244 04 M04 326 0009 0018
N24 26.8 E120 18.5 CANDY 0180

CANDY 020 215 CL 23029 372 003 007 --------- --------- --------- ----------
151 0403 219 04 M15 326 0012 0025
OZ-OL-01 2001/07/01
Forms Rev. 2
:
:
:
:
:
:
:
:
:
:
:
N22 18.5 E113 54.9 HONG KONG INTL

VHHH 021 280 DC 06010 314 006 003 --------- --------- --------- ---------
058 0000 284 00 P16 262 0130 0098
(58)HKG/KHHALTN ROUTING RTA001

(59)- N0432F290(60) TD1 ELATO DCT PORCH PC1
(61) DIST 0413 (62) WF P028(63) FL 290
2ND ALTN HKG/ RT DIST
(64)OD..................................................(65)CAPTAIN.......................
(66) PLAN VALID FOR ETD 0510Z05/11/99
(67)BKN WX USED
(FPL-CAL601-IS
(68) (69)
- B73C/M-SHIJD/S
(70)(71)
-(72) RCTP2310
-(73) N0461(74) F350(75) MK5 MKG A1 ELATO ASTRA1
-(76) VHHH0130 RCKH
-(77) EET/VHHK0044
(78) REG/B18601 (79) SEL/EPBK (80)DAT/HV RMK/TCAS EQUIPPED
-(81) E/0319 (82)P/TBN (83)R/V (84)S/M (85)J/LF (86)D/4 (87)276 (88)C (89)YELLOW
(90)A/WHITE)
END OF JEPPESEN DATAPLAN

REQUEST NO. 0515
12.5.2 Explanation of CFP Format

A.First Part
1. FLTJD7X--The SITA address of Jeppesen DataPlan headquarter is
FLTJD7X/FLTYRXH (located in Los Gatos, California). 041517- The transmit
date and time of this flight plan.
2. PLAN 0515- Flight plan number.
3. CAL601/05- Flight number and date.
4. RCTP TO VHHH- Departure and destination.
5. 737L-Aircraft performance database identification.
OZ-OL-01 2001/07/01
Forms Rev. 2
Aircraft performance database

CAL Aircraft type
identification
CI74 B747-400
CI4F B747-400F
CI20 B747-200 7R ENG
477Q B747-200 7Q ENG
477A B747-200 7A ENG
AB30 A300-600R
CI26 MD11
CI34 A340
737L B737-800
6. M79/F- M79—cruising speed.
F—Optimum altitude select for fuel saving.
7. IFR- instrument flight rule
8. 04/11/99- The process date of the flight plan(DD/MM/YY).
9. NONSTOP COMPUTED 1517Z- computer output time of the flight plan.
10. FOR ETD 2310Z- estimated time departure.
11. PROGS 0400ADF- The high altitude wind and temperature aloft of Jeppesen
DataPlan are provided by Bracknell/UK or Suitland/US with two update per
day at 0000Z and 1200Z. Those high altitude wind and temperature aloft
data will be available for Jeppesen DataPlan after 5 to 6 hours internal
processing. ADF stands for Aviation Digital Federation, means that the high
altitude wind and temperature aloft data of Bracknell company being used.
NWS stands for National Weather Services, means that the high altitude
wind and temperature aloft data of Suitland company being used
12. 18601- aircraft database identification(including aircraft registration number,
SELCAL, OEW...).
13. LBS- all weights in pounds.
14. CLB-280/M78- planned climbing speed.
15. CRZ-M79- planned cruising speed.
16. DSC-M78/280- planned descending speed.
17. APMS/P 0000 PCNT.- aircraft performance monitoring system(A/C
Performance Deterioration Rate).
18. POA VHHH- Point of Arrival.
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Forms Rev. 2
19. TIME- allowable fuel consumption time.
20. NAM- nautical air mile.
21. NGM- nautical ground mile.
22. TAKEOFF 153753- planned takeoff weight.
23. LAND 143999- planned landing weight.
24. AV PLD 038518- planned available payload.
25. OPNLWT 094817- Operational Empty Weight.
26. ALT RCKH- alternate airport.
27. DTW- Dry Tank Weight = Zero Fuel Weight.
(OEW+P/L=DTW)
28. RCTP MK5 MKG A1 ELATO ASTRA1 VHHH- Route from TPE to HKG.
29. WIND M055- average wind component.
30. MXSH 04/CHALI- maximum vertical windshear: index/waypoint.
31. FL 350- planned optimum flight level.
32. M79 F310 009904 01/27- cruising speed/second optimum flight level/total
fuel consumption/flight time.
33. BURN OFF ADJUSTMENT PER 5000 LBS CHANGE IN TOW 0193 LBS
B.Navigation Log:
34. POSN- Name and position of Fix/Waypoint.
35. DIST- ground distance of the segment.
36. TC- mid true course.
37. FL- flight level.
38. WIND- wind direction and wind speed.
39. TAS- true air speed.
40. ZT- zone time.
41. B/O- burn off fuel.
42. ETO- estimated time over.
43. FL- actual flight level.
44. P.FR- planned fuel remaining.
45. TEMP- outside air temperature.
46. GMA-grid minimum off-route altitude (Grid MORA)
This is an altitude derived by Jeppesen. Grid MORA altitudes provide
clearance of terrain and man-made structures within and area outlined by
latitude and longitude grid lines. In areas where the highest terrain features
OZ-OL-01 2001/07/01
Forms Rev. 2
and structures are 5000 ft MSL or lower (non-mountainous area), grid
MORAs provide 1000 ft of vertical clearance. Where the highest terrain
features and structures are 5001 ft MSL and higher (designated mountainous
area), grid MORAs provide 2000 ft of vertical clearance. When a grid MORA
is shown as “Unsurveyed”, it is due to incomplete or insufficient information.
Grid MORAs are intended for use in determining off-route terrain clearance.
They do not guarantee navaid signal reception or communications coverage.
47. DTGO- distance to go.
48. MH- magnetic heading.
49. SR- Vertical wind shear.
50. TEMP- forecast outside air temperature.
50. TEMP- forecast outside air temperature.
51. GS- ground speed.
52. ACTM- Accumulate flying time.
53. ACBO- Accumulate burn off fuel.
54. ATO- Actual time over.
55. RETO- Revised estimate time over.
56. A.FR- Actual fuel remaining.
57. WIND- Actual wind direction and wind speed.
58. HKG/KHH- HKG/KHH alternate route.
59. N0432F290- N--true air speed, F--flight level.
60. TD1 ELATO DCT PORCH PC1- Route from HKG to KHH.
61. DIST 0413- nautical ground miles from HKG to KHH.
62. WF P028- wind factor: P028.
63. FL 290- flight level.
64. OD- Signature of duty dispatcher.
65. CAPTAIN- Signature of PIC.
66. PLAN VALID FOR ETD 0510Z 05/11/99- valid time of the flight
plan(DD/MM/YY).
67. BKN WX USED- Bracknell high altitude wind and temperature aloft data
used.
C.ATC Flight Plan Part :
68. CAL601- Flight Number.
69. IS- I--IFR, S--schedule flight.
70. B73C/M- A/C ICAO designator code and A/C /wake turbulence (heavy,
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Forms Rev. 2
medium, light) type
71. SHIJD/S- Serviceable onboard equipment for the route to be flown. S=
Standard COM/NAV/approach aid equipmentincluding VHF, ADF, VOR and
ILS . H= HF. I= Inertial Navigation. J= Data Link capability. D=
DME(others: R=RNP, W=RVSM, Y=8.33 kHz). S= transponder mode S.
72. RCTP2310- departure airport and estimate departure time.
73. N0461- initial true air speed.
74. F350- initial flight level.
75. MK5 MKG A1 ELATO ASTRA1- planned route.
76. VHHH0130 RCKH- destination airport/estimate flight time/alternate airport.
77. EET/VHHK0044- estimated elapsed time to next FIR.
78. REG/B18601- aircraft registration number.
79. SEL/EPBK- SELCAL code.
80. DAT/HV- HF and VHF datalink capability (H:HF, V:VHF, S:SATCOM)
81. E/0319- endurance time.
82. P/TBN- person on board/to be notified.
✈ Aircraft Emergency Evacuation Equipment:

83. R/VE- R: Radio, V: VHF on frequency 121.5 MHz, E: ELT(emergency locator
transmitter).
84. S/M- S: survival equipment, M: maritime survival equipment.
85. J/LF- J: jackets, with lights and fluorescent.
86. D/4- 4 dinghies.
87. 276- Capacity of all dinghies.
88. C- dinghies are equipped with cover.
89. YELLOW- Color of dinghy‘s cover.
90. A/WHITE- aircraft color.
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Forms Rev. 2
12.6 SIMPLIFIED FLIGHT PLAN
12.6.1 Instruction of the Simplified Flight Plan

<General Information>
Step 1 Enter Date, Flight Number, Aircraft Registration Number,

Departure/Destination Airport (in ICAO code), ETD, and Payload (PLD)
into their associate columns.
Note: Leave ETA and TOW blank now, will be determined after completing
the Fuel & Time Calculation.
<Trip Information>
Step 2 Enter planned flight route in the “RTE” column.
Step 3 Estimate and enter average wind component along the planned flight
route.
Example: P50 or +50 = 50 knots TAIL WIND.
M50 or –50 = 50 knots HEAD WIND
Step 4 Enter ground distance (NGM) from departure to destination airport of

the planned flight route. Use Table 1 “Ground to Air Miles Conversion”
to determine the air distance (NAM) (Interpolate/Extrapolate if
required).
Step 5 Enter special information in the “RMKS” column if necessary.

Example: “ ICAO CONT RTE FROM RCTP TO VHHH ”
Note: Leave Flight Level (FL) blank now, will be determined after Trip Fuel &
Time Calculation.
<Alternate Information>
Step 6 Enter planned destination alternate (in ICAO code).
Step 7 Enter planned flight route from destination to alternate.
Step 8 Estimate and enter average wind component along alternate route.
Step 9 Determine and enter Ground/Air Distance by using Table 1 “Ground to

Air Miles Conversion”.
Note: Leave Flight Level (FL) blank now, will be determined after Alternate
Fuel & Time Calculation.
<Fuel & Time Calculation>
(1) Enter Operational Empty Weight.
OZ-OL-01 2001/07/01
Forms Rev. 2
(2) Enter Estimated (or Actual) Payload.
(3) Enter Zero Fuel Weight ( ZFW = (1)+(2) ).

Check the maximum zero fuel weight limitation.
(4) Enter Extra Fuel and Time if any.
(5) Enter estimated Landing Weight at Alternate ( LDW at ALTN =

(3)+(4) ). Check the maximum landing weight limitation.
(6) Enter Holding Fuel and Time.
(7) Determine Alternate Fuel and Time using Table 2 “Trip Fuel” ( based
on Landing Weight at Alternate and Air Distance from destination to
alternate ).
• Enter planned alternate flight level into the “FL” column.

Example: If Alternate Fuel is based on FL350/370, plan FL350 for
even level flight; FL370 for odd level flight.
(8) Determine Contingency Fuel and Time using Table 3 “Contingency

Fuel” ( based on Landing Weight at Alternate and Air Distance from
departure to destination ).
Note: Fix Contingency Fuel is provided for A300-600R, A300B4 and
B737-800 aircraft.
(9) Enter Landing Weight at Destination ( LDW at DSTN =

(5)+(6)+(7)+(8) ). Check the maximum landing weight limitation.
(10) Determine Trip Fuel and Time using Table 2 “Trip Fuel” ( based on
Landing Weight at Destination and Air Distance from departure to
destination ).
• Enter planned Trip flight level into the “FL” column.
• Enter ETA into the “ETA” column by adding the trip time to ETD.
(11) Enter Takeoff Weight ( TOW = (9)+(10) ). Check the maximum takeoff
weight limitation. Enter Takeoff Fuel and Fuel Endurance.
( TO FUEL/TIME = (4)+(6)+(7)+(8)+(10) ).
• Enter planned Takeoff Weight into the “TOW” column atop flight
plan.
(12) Enter Taxi Fuel.
(13) Enter Ramp Weight and Fuel ( RAMP WT/FUEL = (11)+(12) ).

<Special Notice >
OZ-OL-01 2001/07/01
Forms Rev. 2
• The Simplified Flight Plan is setting up without jeopardizing the flight
safety. The fuel calculation is more conservative than CFP and the
performance deterioration is included.
• Licensed Dispatcher and PIC shall sign their name after checking all the
information entered.
• When this Simplified Flight Plan is used, pilots should try their best to fly
the optimum altitude as situation allowed (not the planned flight level).
• When using the “Trip Fuel” and “Contingency Fuel” tables, please note:
a. Interpolation is allowed when either Landing Weight or Air Distance

falls between the given values.
Calculation by extrapolation is prohibited. If the Air Distance is shorter than 200

NM, use 200 NM. When the trip distance is too long to have full payload
capability (no trip fuel provided in the table), reduce payload and recalculate.
OZ-OL-01 2001/07/01
Forms Rev. 2
12.6.2 SFP Example

.86 Mach
DATE Jan 01, 1999 FLT NR CI- 641 A/C NR B182
Cruise
FROM RCTP ETD 0050 TO VHHH ETA
TOW 572, PLD 10,0
0218
RTE:
RCTP MK5 MKG A1 ELATO ASTRA1 VHHH
WIND NGM NAM FL
M50 477 531 350
RMKS:
ICAO CONT RTE FROM RCTP TO VHHH
ALTN:RCKH WIND NGM NAM FL
RTE: P40 413 382 370

VHHH TD1 ELATO DCT PORCH PC1
R KH
No ITEM GROSS WT (LB) FUEL (LB) TIME REMARKS
1 OEW 4 0 1 7 0 0
2 PLD 1 0 0 0 0 0
3 ZFW 5 0 1 7 0 0 (3)=(1)+(2)
4 XTR FUEL
5 LDW at ALTN 5 0 1 7 0 0 (5)=(3)+(4)
6 HLD FUEL 1 3 5 0 0 1 3 5 0 0 0 0 4 5 30min. HLD Fuel = 9,000 LB
7 ALTN FUEL 2 1 8 0 0 2 1 8 0 0 0 1 0 4 Refer to Table 2
8 CONT FUEL 5 5 0 0 5 5 0 0 0 0 1 5 Refer to Table 3
9 LDW at DSTN 5 4 2 5 0 0 (9)=(5)+(6)+(7)+(8)
10 TRIP FUEL 3 0 4 0 0 3 0 4 0 0 0 1 2 8 Refer to Table 2
5 7 2 9 0 0 7 1 2 0 0 0 3 3 2 GROSS WT (11)=(9)+(10)
11 TOW / TO FUEL FUEL/TIME (11)=(4)+(6)+(7)+(8)+(10)
12 TAXI FUEL 2 5 0 0 2 5 0 0
13 RAMP WT / FUEL 5 7 5 4 0 0 7 3 7 0 0 (13)=(11)+ (12)
OZ-OL-01 2001/07/01
Forms Rev. 2
Table 1. Ground to Air Miles Conversion
Air Distance (NM) Ground Air Distance (NM)
Headwind Component (KT) Distance Tailwind Component (KT)
(NM)

Table 2.Trip Fuel
AIR Trip Fuel (1000 LB)
DIST Landing Weight (1000 LB) Time
(NM) (Hrs:Min)

−
−
− −

− −

− − −
Note: Left of the Bold Line – FL350/370; Right of the Bold Line – FL310/330;
Shaded Area – Optimum Alt. (Short Range or Step Climb)
Table 3.Contingency Fuel
AIR Contingency Fuel (1000 LB)
Time
DIST Landing Weight (1000 LB) (Hrs:Min)
(NM)

−
−

− −

− −

− − −
Interpolation Method
IF X falls between X1 and X2, Y falls between Y1 and
Y2, please use the following method for interpolation:

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OZ-OL-01 2001/07/01
Forms Rev. 2
12.7 FUEL SHEET

Sample:
OZ-OL-01 2001/07/01
Forms Rev. 2
12.8 CAPTAIN’S ANNOUNCEMENT

!"#$%
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HI9JKLM L5NOPFQ
REF89SP:FTJKLM
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CHINA AIRLINES CAPTAIN’S ANNOUNCEMENT
Good (Morning, Afternoon, Evening), Ladies and Gentlemen.
This is Captain speaking (on behalf of Captain ,this is

your First Officer, speaking). Welcome you aboard China Airlines
(Boeing737, 747, MD-11, Airbus) flight from via
to .
We are now flying at an altitude of feet and with an average

ground speed of miles per hour.
The estimated time of arrival at is in the (morning,

afternoon, evening). The time difference between and is
hour(s).
The local time at now is in the (morning, afternoon,

evening). The weather forecast at airport is (clear, partly
cloudy, raining, snowing) skies and the ground temperature is
degree Celsius (Centigrade) or degree Fahrenheit. I hope you
will enjoy this flight. Thank you
OZ-OL-01 2001/07/01
Forms Rev. 2
12.9 DISPATCH MESSAGE
12.9.1 Flight Release Form

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OZ-OL-01 2001/07/01
Forms Rev. 2
12.9.2 Redispatch Message Record

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(1) VMC means weather reports a ceiling above 1500 ft, visibility above 3 miles / 5000 m.
(2) IMC means weather reports below VMC.
(3) When the ceiling and visibility are below 600 ft / 1mile, the duty dispatcher shall provide the forecast
weather in clear text.
(4) R. D. A. means Re-Dispatch Accept; R. D. R means Re-Dispatch Reject.
+,-./0122
OZ-OL-01 2001/07/01
Forms Rev. 2
12.10 OPERATION LOG

12.10.1 Sample
OZ-OL-01 2001/07/01
Forms Rev. 2
12.10.2 Explanation of Operation Log
1. AIRCRAFT NO. Fill out with the latest aircraft number. If its less
than 6 number, please leave the first square from the left blank.
2. ITEM 8 column instead of 10 cause of the maximum landing times

for domestic crew is 7 each day. The eight columns is for special
occasion for example divert, etc.
3. FLIGHT NO. Regular flight is 3 numbers please leave the first

square from the left blank. Please put an extra number for charter or
delay flight
4. TAKE OFF PF/PNF: enter the number indicating the pilot who
actual operates takeoff.
5. LANDING PF/PNF: enter the number indicating the pilot who

actual operates landing.
5. INST TIME Please write down base on actual flight operation
6. NIGHT TIME Please write down base on actual flight operation
7. D/A Crew dispatch model. D for double flight crew. A for
additional flight crew. Dont need to write any character if standard
flight crew.
8. FUEL (REF TO FUEL SHEET/GAUGE)

• ADD (GL) Fuel Added (in US Gallon). Please enter the value
shown on the Metered Fuel Added of the FUEL DISTRIBUTION
SHEET. Right adjustment if less than 5 digits.
• TOTAL (LB) Total Fuel (in pound). Please enter the Total value
shown on the Post Service column of the FUEL DISTRIBUITION
SHEET. Right adjustment if less than 6 digits.
• LANDING REMAIN (LB) Actual Fuel Remaining (in pound).
Please enter the actual fuel remaining after flight. Right adjustment if
less than 6 digits.
9. ACTUAL (REF TO W/B MNFST)

• P/L (LB) Payload (in pound). Please refer to the payload shown
on the TOTAL TRAFFIC LOAD of the LOADSHEET. Right
adjustment if less than 6 digits.
• PAXPassenger Number (exclude the on duty and ACM crew
member). Please refer to the LOADSHEET. Right adjustment if less
than 3 digits. If there is no passenger, please enter 0 (zero).
OZ-OL-01 2001/07/01
Forms Rev. 2
• TAKEOFF WT Takeoff Weight (in pound).
Please refer to the
takeoff weight shown on the TAKEOFF WEIGHT of the
LOADSHEET.
10. ACTUAL FL AT TOD

Please enter the actual flight level at Top of Descent (TOD).
11. PLANNED (REF TO FLT PLAN)

• TAKEOFF WT Planned Takeoff Weight (in houndred pound).
Please enter the left four digits of the takeoff weight shown on the
Computer Flight Plan (CFP).
• B/O Planned Burn-off (Trip) Fuel (in hundred pound). Please
enter the left four digits of the trip fuel shown on the Computer Flight
Plan (CFP).
• FLT TIME Planned Flight Time. Please enter the flight time
required from Departure to Destination airports shown on the
• RAMP Planned Ramp Fuel (in hundred pound). Please enter the
left four digits of the ramp fuel shown on the RAMP column of the
12. PLANNED
• NAM Nautical Air Mile (in NM). Please enter the air distance
(four digits) shown on the NAM of the Computer Flight Plan (CFP).
• NGM Nautical Ground Mile (in NM). Please enter the ground
distance (four digits) shown on the NGM of the Computer Flight
Plan (CFP).
13. New revised operation log doesn’t need to write cabin crews name.
Remark:
(1) When cruise captains execute captain duties on 10,000 ft above,
please file the FOK on the duty column.
(2) When cruise captains execute captain duties on 10,000 ft above,

either double flight crew or additional flight crew in charge of the
Europe, Transpacific or Regional route, shall assign the only cruise
captain in one route.
Example:
TPE/TYO/HNL or TPE/MNL/HKG/TPE route should only assign the
same cruise captain in one route.
OZ-OL-01 2001/07/01
Forms Rev. 2
12.11 NOTIFICATION TO CAPTAIN (NOTOC)
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Forms Rev. 2
OZ-OL-01 2001/07/01
Forms Rev. 2
12.12 Technical Log Book
12.12.1 Sample
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Forms Rev. 2
OZ-OL-01 2001/07/01
Forms Rev. 2
12.12.2 Explanation of TLB
Flight Operation Division’s Airplane Technical Status Report is separated

into :
1.Technical Log Book (TLB), For Flight Crew and Maintenance use.
2.Deferred Defect Log Book (DD), For Maintenance use.
3.CABIN Log Book (CLB), For Cabin Crew use on Passenger Airplane.
12.12.2.1 Technical Log Book (TLB)
The TLB is the record of all defects, except those entered in the ‘Cabin
Log Book’, which have occurred during aircraft operation. Furthermore, it
is the document where, after maintenance checks, the airplane’s release
to service must be certified. All statement in the TLB must be written in
Capital English and full name signatures shall be in English, ( except on
ROC registered airplanes where the Chinese personnel will use a Chinese
signature ).
The TLB forms must conform to CAA/JAA/FAA regulations. The TLB for
the particular aircraft must be carried on board each aircraft. Previously
used book (filled with entries) must always be left onboard for reference of
past technical history.
Principally, all defects shall be fixed prior to the next flight. Under certain
circumstances, ( which are defined in 2.1 Deferred Defect Log Book
Standard Operation Procedure ), it is permitted to defer the repair of a
defect.
The TLB contains four difference color sheets per page number,.(see
attachment form QP07ML012F1 R1) :
• 1 white sheet: removed for record keeping by maintenance at the
home base.
• 1 pink sheet: which must stay in TLB as a historical record for

reference by the cockpit crew and all stations.
• 1 green sheet: removed for CCAA information at the home base.
• 1 yellow sheet: removed by on-line station staff for the proof of

maintenance release to service of the particular flight .
In the following a detailed explanation will be given how to fill in the TLB
form.
! The BASIC DATA field – flight crew shall enter airplane type and
registration (A/C TYPE / A/C REG.), flight number (FLT NO.), flight
stations (FROM / TO), and the local date(DATE). If the page is used for
pre-flight check, the " P/F " shall be filled by maintenance staff. If the
OZ-OL-01 2001/07/01
Forms Rev. 2
page is use for maintenance only, shall fill “ MAINT ” wording in flight
number column and cross out flight leg columns.
Note: The standardized writings for “AIRCRAFT TYPE “and ”
STATION” are listed in front instruction page of TLB book.
" The OIL/HYD fields- shall be filled when ENG OIL / APU OIL or HYD
FLUID is added during maintenance. If the above fluids were not
added, the respective boxes shall be entered “0” or crossed out.
➌ The REPORT fields- shall include all information regarding a defect.
• The flight crew shall give a detailed description of the defect or enter
" Normal " if there is no any squawk.
• All reports shall be confirmed and signed by PIC/CAPT. The ATA

number is to be entered by maintenance staff.
• Maintenance actions affecting CAT, RVSM and ETOPS operation,

shall be entered in TLB.
• When finishing ADs, RII, EOs or related work which require

notification of Flight Operation Division upon completion, ” INFORM
FLIGHT CREW” shall be added in this field to remind flight crew
when entering the record in TLB.
# The ACTION fields- shall include all information regarding the repair of
the defect
• . Maintenance staff shall enter a detailed description of the defect

repair and affix the required signature.
• If the reported defect is done by the same technician in $, the

Maintenance signature in block # is not required.
• If deferring the defect, the deferred TLB-DD number shall be entered.
$ The STATUS fields -The statement in this field is the release to service
of the airplane in respect to the status of the reported defect.
• The certification shall be done in accordance with the certification

procedures of release to service outlined in the ’Quality Manual’.
• When deferring a defect, Maintenance personnel shall enter MEL

CAT ( follow MEL to fill A, B, C, and D; or fill N for Maintenance
Control ) and MEL reference item number.
• The respective boxes -(M)(O)(NOTIFY DISPATCH)- shall be marked

(using % or X ) if defined in the respective MEL for the deferred
defect(s). Related procedures shall also be implemented in
OZ-OL-01 2001/07/01
Forms Rev. 2
accordance with the MEL.
& PARTS DATA field-whenever rotable parts are replaced for defect
repair or related maintenance work , respective columns shall be
entered for material information.
' SPECIFIC CHECK field is provided for certification of the following

work :
CAT I n CAT III , RVSM and ETOPS
( After performing maintenance check during aircraft layover, the

authorized maintenance staff shall enter the type of performed
maintenance check and sign for airplane release to service.
• During aircraft layover if more than one page is used for a

maintenance check, all pages needs to be signed by Maintenance
for Maintenance release
• The Captain must sign for the acceptance of the technical status of
the airplane prior to commencement of the subsequent flight after
being signed by Maintenance personnel.
12.12.2.2 Deferred Defect Log Book
In order to avoid flight cancellations or delays it is permitted to defer the

repair of a defect due to lack of manpower, material or aircraft downtime
provided :
a) the airworthiness of the aircraft is not affected

b) the requirements of the Minimum Equipment List ( MEL ) or the
Configuration Deviation List ( CDL ) are followed
Deferred defects are entered in the appropriate log books ) Technical –

Deferred Defect Log Book (TLB-DD) and ) Cabin – Deferred Defect Log
Book (CLB-DD).
Technical – Deferred Defect Log Book :

Deferring, monitoring and control of a defect repair.
The TLB-DD contains three difference color sheets per page number, (see
attachment form QP07ML020F1 R0) :
• 1 white sheet: removed for record keeping after rectification of deferred

defect.
• 1 pink sheet: which must stay in TLB-DD as historical record for

reference of cockpit crew and all stations.
• 1 yellow sheet: removed for OPEN DD monitoring and controlling in
OZ-OL-01 2001/07/01
Forms Rev. 2
home base right after new deferred defect input.
TLB-DD form provides six fields for the following entries:
! The ORIGINAL DEFECT REPORT field- shall contain the transferred

defect description, Defects related to the MEL shall be reported with
the appropriate reference(MEL-REF.) and MEL-CAT(follow MEL to fill
CAT A, B, C, and D; others fill N for Maintenance Control). The defect
shall be deferred by authorized staff with signature and entrance of
license number.
" The DUE TERM field- consists of 4 columns for controlling due time of
deferred defects. If defects are deferred according to MEL CAT A, B, C,
D, the respective MEL due time shall be entered in respective columns.
Other deferred defects(classified as CAT N) if defined, shall be
deferred under observation of aircraft flight airworthiness and operation
safety. The rectification shall be arranged as early as possible when
manpower and parts are available and shall not be later than next
heavy maintenance (C Check and above).
* The BACK ORDER DATA field- include all material information if parts
lacking for rectification of defect.
# The ESTIMATE MAN-HRS & DOWNTIME field is provided for

reference about estimate man-hours related to different trades and
ground time for rectification of defect.
$ The EXTENSION STATUS field for extension of deferred defects. If for

important reasons the on time settlement of the DD is not possible it is
permitted by specification of the reason to extend the due date of the
defect repair. The extension date shall be entered and the approved
extension document shall be also attached in this DD form.
& The CORRECTIVE ACTION TAKEN field – when rectifying deferred

defect, the defect shall be transferred to TLB and rectified in
accordance with TLB procedure.
The maintenance staff (A2 Level or above) are authorized to defer a

defect repair with signature and entrance of license number. The original
wording of the defect description out of the respective documentation
(TLB, GLB) shall be used without changes. DD transferred to TLB for
rectification shall also be conducted by authorized staff (A2 Level or
above) for certification
12.12.2.3 Cabin – Deferred Defect Log Book (CLB-DD) :
Deferring, monitoring and control of a defect repair.
OZ-OL-01 2001/07/01
Forms Rev. 2
CLB-DD form, also contains three difference color sheets per page
number, ( see attachment QP07ML020F2 R0). Five fields is provided for
the following entries:
! Original defect report and related basic data
" DD material requirement (back order data)
* Action taken for defect rectification.
Corrective action taken of CLB-DD is not required to transfer to TLB
# Certification for defect rectification

$ Parts replacement records
12.12.2.4 Cabin Log Book (CLB)
The CLB is the Procedures and Responsibility of cabin crew and Line
Maintenance Production Planning Section. It has to be carried on-board in
cabin for passenger aircraft only. It is the record of all defects of the cabin
interior except defects related to following items. Defects related to
following items must be reported by purser to cockpit crew for recording in
the TLB.
• In-flight service crew found dangerous situation , such as indication of
fire, smoke, bad-smell liquid leaking, abnormal surface burning heat or
deformation in cabin.
• Accumulation of snow or ice, fuel leaking or damage in wing surface.
• Engine fire, abnormal noise or vibration
• Air leaking in cabin entrance door or door can not be fully closed.
• Cabin window crack or damage.
• Cabin abnormal vibration or noise.
• Emergent equipment (ex : oxygen bottle and fire extinguisher, etc..)
used, damaged or over expired storage(inspection) date.
Principally, all defects shall be fixed prior to the next flight. Under certain
circumstances, which are defined in QP07ML020- Deferred Defect Log
Book Standard Operation Procedure, it is permitted to defer the repair of a
defect.
OZ-OL-01 2001/07/01
Forms Rev. 2
12.13 FLIGHT DECK PASS
Flight Deck Pass

Mr./Ms. from .
has been authorized access to the flight deck
on CI on .
Daily Counter
Officer Name .
Signature .
P- (Priority)
Persons approved for Flight Deck Access shall provide the Purser with the
flight Deck pass together with proper identification Letters to be handed to
the Pilot in Command (PIC)
The PIC shall then inform the Purser as to when the person can be
brought to the Flight Deck.
If necessary the PIC or cockpit crew shall then brief the person on
(1) Use of oxygen mask.
(2) Use of shoulder harness/seat belt.
(3) Emergency equipment/exits.
(4) Evacuation procedures.
(5) Sterile cockpit environment.
The PIC shall then return the identification papers but shall retain the Flight
Deck Pass to be submitted to Daily Counter upon arrival in Taipei.
As a general rule, Flight Operations/Daily Counter will not issue the Flight
Deck Pass for training and check flights.
The PIC will have discretion in denying access to the Flight Deck in such
instances or to have the Training/Check discontinued or terminated.
OZ-OL-01 2001/07/01
Forms Rev. 2
12.14 LOADSHEET (EDP)
12.14.1 Loadsheet (EDP) Sample
OZ-OL-01 2001/07/01
Forms Rev. 2
12.14.2 Explanation of EDP Loadsheet

1. --Name of loadsheet agent(signature not mandatory)
2. –Signature of PIC
3. --Edition of number of loadsheet
4. –Flight routing
5. –Flight number and date
6. –Aircraft registration
7. –Aircraft version
8. –Crew: cockpit/cabin
9. –Date of loadsheet print
10. –Time of loadsheet print
11. –Total weight of deadload and weight of load percompartment
12. –Passenger figures
13. –Weight calculation
14. –Maximum aircraft weights
--“L”: limiting weight
--“ADJ”: weight adjusted, e.g., reduced MTOW (not for LMC
adjustments)
15. Balance conditions
--DOI: Dry operating index
--LIZFW: Loaded index at zero fuel weight
--LITOW: Loaded index at takeoff weight
--ZFMAC: MAC(%) at zero fuel weight
--TOMAC: MAC(%) at takeoff weight
16. Number of passengers per cabin section
17. Column for LMC hand amendments
18. Underload based on calculation add to item 13
19. Permitted range for LIZFW
20. Baggage weight adjustment, e.g., for container tare weight
21. Loadmessage including information about special loads
22. Information about pantry code
23. Information about cargo, mail and baggage
OZ-OL-01 2001/07/01
Forms Rev. 2
OZ-OL-01 2001/07/01

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Page DL-1

FOM DISTRIBUTION LIST (DL)

No. Holder No. Holder

No. Holder No. Holder

Remark: All manual holders shall keep the manual up to date.

Issued to: All holders of Flight Operations Manual

Issued date: 2001/07/01

Effective date: 2001/07/01

NEW PAGE REMOVE INSERT PURPOSE

2-17~18 Revision 1 Revision 2 Page number change

Add A340 information

Revise “longest” to “preferential”

Add a note for 5.3.1

5-33 Revision 1 Revision 2 Wording revise

Wording revise and page number

Delete original item D, E, F, G under

8-13~14 Original Revision 2 Wording revise

Revise “Selection Board” to

1. “Wording revise” means grammar, spelling revise/correction or re-clarification

INTENTIONALLY LEFT BLANK

LIST OF EFFECTIVE PAGES (LEP)

Page Rev. Date Page Rev. Date Page Rev. Date

Page Rev. Date Page Rev. Date Page Rev. Date

Page Rev. Date Page Rev. Date Page Rev. Date

Page Rev. Date Page Rev. Date Page Rev. Date

Flight Operations Manual (FOM)

1.1 INTRODUCTION ..................................................................................... 1-2

1.2 CONTENT AND APPLICABILITY ........................................................... 1-4

1.3 PAGINATION SYSTEM ........................................................................... 1-5

1.4 REVISION SYSTEM AND SERVICE....................................................... 1-6

1.5 EDITING AND REVISING........................................................................ 1-7

1.6 DISTRIBUTION AND CONFIDENTIALITY.............................................. 1-8

1.7 TERMINOLOGY ...................................................................................... 1-9

1.8 DEFINITIONS ........................................................................................ 1-10

1.9 ABBREVIATIONS.................................................................................. 1-18

CHAPTER 2 ORGANIZATIONS AND FUNCTIONS

2.1 ORGANIZATIONAL PHILOSOPHY ........................................................2-2

2.2 MANAGEMENT STYLE AND DISCIPLIINE............................................2-4

2.3 ORGANIZATION CHART ........................................................................2-5

2.4 SENIOR VICE PRESIDENT, OPERATIONS ...........................................2-7

2.5 FLIGHT OPERATIONS DIVISION ...........................................................2-8

2.5.6 Flight Engineer Department...................................................................2-12

2.6 SYSTEM OPERATIONS CONTROL DIVISION ....................................2-18

2.7 STANDING BOARDS AND COMMITTEES...........................................2-20

CHAPTER 3 FLIGHT CREW DUTIES & REGULATIONS

3.1 GENERAL ...............................................................................................3-3

3.2 COMMAND/COMMAND SUCCESSION .................................................3-4

3.3 SCOPE OF EMPLOYMENT ..................................................................3-10

3.4 CONDITIONS OF EMPLOYMENT ........................................................ 3-11

3.4.4 Prohibited Activities ............................................................................... 3-11

3.5 CREW SCHEDULING ...........................................................................3-14

3.6 PAY AND CREDIT .................................................................................3-23

3.7 AIRCRAFT OPERATION LOG ..............................................................3-24

3.8 UNIFORMS AND PERSONAL EQUIPMENT ........................................3-25

3.9 ADMINISTRATIVE POLICIES ...............................................................3-27

3.11 CUSTOMS, IMMIGRATION & QUARANTINE (C.I.Q.)..........................3-29

3.12 CREW MEALS ......................................................................................3-30

CHAPTER 4 FLIGHT PREPARATION & FLIGHT RELEASE

4.1 OPERATIONAL CONTROL.....................................................................4-4

4.2 DISPATCHER DUTIES ............................................................................4-6

4.3 FLIGHT PLANNING ................................................................................4-9

4.4 FUEL POLICY .......................................................................................4-14