Operations Manual Part A (OM-A) - Issue3-Rev.2-Eff - Date 17 Dec 2019 PDF

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MANUAL TITLE PAGE
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Operations Manual (OM) de
Part A General
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Publication of
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Nok Airlines Public Company Limited

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17 Fl. Rajanakarn Building,

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3 South Sathorn Road, Yannawa, Sathorn

Bangkok Thailand 10120
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ALL RIGHTS RESERVED.

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This Manual belongs to Nok Airlines Public Company Limited.

Any unauthorized reprint or use of this material is prohibited.
No part of this book may be reproduced or transmitted in any form or by any means
electronic or mechanical, including photocopying, recording, or by any information
storage and retrieval system without express written permission from Nok Airlines Public
Company Limited.
ISSUE : 3 REVISION : 2, 17 DEC 2019

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Operations Manual Part A
Preface
Table of Contents
Preface
TABLE OF CONTENTS
MANUAL TITLE PAGE ...................................................................................... PREFACE 1
PREFACE ......................................................................................................... PREFACE 3
LIST OF EFFECTIVE PAGES .............................................................................. Preface 17
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RECORD OF REVISION / AMENDMENT ............................................................. Preface 27
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REVISION TRANSMITTAL ................................................................................... Preface 28
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REVISION HIGHLIGHTS ...................................................................................... Preface 29
CONTROLLED DISTRIBUTION LIST .................................................................. Preface 31
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ABBREVIATION ................................................................................................... Preface 32
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ADMINISTRATION AND CONTROL .................................................................... Preface 40
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Definitions ........................................................................................................... Preface 45
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SYSTEM OF AMENDMENT AND REVISION ....................................................... Preface 62

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Manual List .......................................................................................................... Preface 68

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POLICY ........................................................................................................... 0-1

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NOK QUALITY, SAFETY AND SECURITY POLICY ....................................... 0-1

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NON-PUNITIVE SAFETY REPORTING POLICY ............................................ 0-2

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POLICY ON THE TRANSPORT OF DANGEROUS GOODS .......................... 0-3

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Conducting Operations In Compliance With Regulations and Procedures ....

........................................................................................................................ 0-6
NOK BASIC SAFETY PRINCIPLES ............................................................... 0-7
SAFETY MANAGEMENT SYSTEM REGULATORY REQUIREMENTS ......... 0-9
NOK SAFETY CULTURE .............................................................................. 0-11
Issue 3, Revision 2, 17 DEC 2019 Nok Airlines Public Company Limited Preface 3
Preface
Table of Contents
1 ORGANIZATION, DUTY AND RESPONSIBILITY........................................... 1-1
Corporate Organization ................................................................................. 1-1
Chief Operating Officer (COO/PO) ................................................................ 1-8
Flight Operations (OS) Organization .......................................................... 1-10
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Flight Crew Training (OX) Organization Chart ........................................... 1-17
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Onboard Experience Department (OJ) Organization Chart ...................... 1-19
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Ground Services (OC) Organization Chart ................................................. 1-21

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Technical (PT) Organization Chart ............................................................. 1-23

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Operations Control Center (OG) Organization Chart ................................ 1-25

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Flight Documentation Management Director (OD) Organization Chart .... 1-27

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DUTIES AND RESPONSIBILITIES OF CREW MEMBER OTHER THAN THE P-

i-C/COMMANDER ......................................................................................... 1-29
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Contact Details............................................................................................. 1-32
2 OPERATIONAL CONTROL AND SUPERVISION........................................... 2-1
SUPERVISION OF THE OPERATION ............................................................ 2-1
Issue 3, Revision 0, 11 NOV 2019 Nok Airlines Public Company Limited Preface 4
Preface
Table of Contents
PROMULGATION OF ADDITIONAL OPERATIONAL INSTRUCTIONS AND

INFORMATION ............................................................................................... 2-7
OPERATIONAL CONTROL .......................................................................... 2-11
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POWER OF THE AUTHORITY...................................................................... 2-16
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LINE CHECK ................................................................................................. 2-17
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3 MANAGEMENT SYSTEM ............................................................................... 3-1
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THE PROCESS OF IDENTIFYING SAFETY HAZARDS ................................. 3-2
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COMPLIANCE MONITORING SYSTEM ......................................................... 3-4

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ALLOCATION DUTIES AND RESPONSIBILITIES ......................................... 3-5

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4 CREW COMPOSITION ................................................................................... 4-1

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METHOD DETERMINING CREW COMPOSITION.......................................... 4-1

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DESIGNATION OF THE COMMANDER (PILOT- IN-COMMAND) .................. 4-4
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Table of Contents
FLIGHT CREW INCAPACITATION ................................................................. 4-9
OPERATION OF MORE THAN ONE TYPE OF AIRCRAFT ......................... 4-11
EXPERIENCE, RECENCY AND QUALIFICATION OF THE CREW MEMBERS

...................................................................................................................... 4-12
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COPILOT PILOTING THE AIRCRAFT/SHARING OF FLIGHT TIME ............ 4-14
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5 QUALIFICATION REQUIREMENTS ............................................................... 5-1
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LICENSES/QUALIFICATION/COMPETENCY ................................................ 5-1
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FLIGHT CREW QUALIFICATION ................................................................... 5-8

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CABIN CREW QUALIFICATION ................................................................... 5-16

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TRAINING, CHECKING AND SUPERVISION ............................................... 5-17
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Table of Contents
OTHER OPERATIONS PERSONNEL ........................................................... 5-28
REPORTING FORM ...................................................................................... 5-29
6 CREW HEALTH PRECAUTIONS.................................................................... 6-1
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Crew Health Precautions ............................................................................... 6-1
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VISUAL CORRECTION ................................................................................... 6-9

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PREGNANCY ................................................................................................ 6-11

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DUTY TO REPORT ....................................................................................... 6-12

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CREW HEALTH AND MEDICAL EXAMINATIONS ....................................... 6-14

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7 FLIGHT TIME LIMITATIONS ........................................................................... 7-1
FLIGHT AND DUTY TIME LIMITATION (FDTL) & REST REQUIREMENTS .. 7-1
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EXCEEDANCE OF FLIGHT AND DUTY TIME LIMITATIONS ...................... 7-10
STANDBY ..................................................................................................... 7-12
RECORDS ..................................................................................................... 7-13
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8 OPERATING PROCEDURES ......................................................................... 8-1
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FLIGHT PREPARATION INSTRUCTIONS...................................................... 8-1
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GROUND HANDLING INSTRUCTIONS ........................................................ 8-44

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FLIGHT PROCEDURES ................................................................................ 8-74

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Preface
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LVO and All-Weather Operations.............................................................. 8-221
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ETOPS ........................................................................................................ 8-239

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USE OF MINIMUM EQUIPMENT LIST (MEL) AND CONFIGURATION

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DEVIATION LIST (CDL) .............................................................................. 8-240

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NON-REVERNUE FLIGHTS ........................................................................ 8-244

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OXYGEN REQUIREMENTS ........................................................................ 8-249
Preface
Table of Contents
9 DANGEROUS GOODS AND WEAPONS ....................................................... 9-1
POLICY ON THE TRANSPORT OF DANGEROUS GOODS .......................... 9-1
POLICY GENERAL EXCEPTIONS ................................................................. 9-8
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Provision of Information to Passengers .................................................... 9-33
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Marking and Labelling of Packages............................................................ 9-36
Detailed Assignments of Responsibilities ................................................. 9-43
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Acceptance, Handling and Stowage Acceptance Check .......................... 9-47
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Loading......................................................................................................... 9-49
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NOTOC (Form BC-015) ................................................................................ 9-60

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Retention of Documents.............................................................................. 9-65
Recognition of Undeclared / Hidden Dangerous Goods ........................... 9-66
Provision of information for use in responding to dangerous goods

incident in flight ........................................................................................... 9-71
Preface
Table of Contents
Provision of information by Pilot in command in the event of an in-flight

emergency .................................................................................................... 9-72
Information to be provide to emergency services in the event of; ........... 9-73
Reporting...................................................................................................... 9-74
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Removal of Contamination.......................................................................... 9-78
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Conditions under Which Weapons, Munitions of War and Sporting
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Weapons May Be Carried ............................................................................ 9-81
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10 SECURITY .................................................................................................... 10-1
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SECURITY POLICIES AND PROCEDURES................................................. 10-1

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SECURITY INSTRUCTIONS AND GUIDANCE ............................................. 10-2

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PREVENTATIVE SECURITY MEASURE AND TRAINING ........................... 10-6

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Preface
Table of Contents
11 ACCIDENTS, INCIDENTS AND OCCURRENCES........................................ 11-1
DEFINITION OF ACCIDENT, INCIDENT AND COCCURANCE .................... 11-1
OCCURRENCE REPORTING ....................................................................... 11-6
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ACCIDENT OR SERIOUS INCIDENT REPORTING ................................... 11-12
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NOTIFICATION TO ATC OR OTHER AGENCIES ...................................... 11-15
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SUBMITTING WRITTEN REPORT .............................................................. 11-16
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PRESERVATION OF RECORDINGS FOLLOWING A REPORTABLE EVENT
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.................................................................................................................... 11-17
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PROCESS TO INFORM PILOT-IN-COMMAND. ......................................... 11-18
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PILOTS-IN-COMMAND OBSERVING ACCIDENT...................................... 11-19
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SPECIAL NOTIFICATION REQUIREMENTS .............................................. 11-21

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ACCIDENT AND OCCURRENCE WHEN DANGEROUS GOODS ARE BEING

CARRED ..................................................................................................... 11-23
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12 RULES OF THE AIR ..................................................................................... 12-1

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VFR AND IFR RULE ..................................................................................... 12-2

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TERRITORIAL APPLICATION OF THE RULES OF THE AIR ...................... 12-8
COMMUNICATION PROCEDURES INCLUDING COM-FAILURE ROCEDURES

...................................................................................................................... 12-9
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INFO AND INSTRUCTION RELATING TO INTERCEPTING OF CIVIL

AIRCRAFT .................................................................................................. 12-12
RADIO LISTENING WATCH ....................................................................... 12-16
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SIGNALS ..................................................................................................... 12-19
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TIME ............................................................................................................ 12-28
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AIR TRAFFIC CONTROL SERVICE ........................................................... 12-29

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VISUAL SIGNALS USED TO WARN AN UNAUTHORISED AIRCRAFT

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FLYING IN OR ABOUT TO ENTER A RESTRICTED, PROHIBITED OR

DANGER AREA .......................................................................................... 12-33
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RADIOTELEPHONY DISTRESS COMMUNICATIONS ............................... 12-34

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SEARCH AND RESCUE SIGNALS ............................................................ 12-36
DISTRESS AND URGENCY SIGNALS ....................................................... 12-39
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Table of Contents
13 LEASING / CODE-SHARE ............................................................................ 13-1
WET LEASE OPERATIONS ......................................................................... 13-1
DRY LEASE OPERATIONS .......................................................................... 13-3
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FLIGHT FOLLOWING / FLIGHT TRACKING ................................................ 13-4
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14 SAFETY MANAGEMENT SYSTEM (SMS) ................................................... 14-1
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SAFETY POLICY .......................................................................................... 14-1
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SAFETY OBJECTIVES ................................................................................. 14-2
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SMS REGULATORY REQUIREMENTS ........................................................ 14-3
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SCOPE OF NOK’S SMS ............................................................................... 14-4
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FLIGHT DATA ANALYSIS PROGRAMME (FDAP) PROTOCOL ................. 14-6

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FLIGHT SAFETY DOCUMENT ................................................................... 14-16

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15 SUPPLEMENTARY DATA ............................................................................ 15-1
FLIGHT PERFORMANCE ............................................................................. 15-1
AIRCRAFT EMERGENCY........................................................................... 15-54
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HUMAN FACTORS ..................................................................................... 15-70
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ELECTRONIC NAVIGATION DATA MANAGEMENT ................................. 15-77
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APPENDIX A BASIC SETTINGS OF NOK MANUALS ..................................Appendix A-1
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A.1 Page Format ................................................................................. Appendix A-2
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APPENDIX B ADS-B OPERATION ..............................................................APPENDIX B-1
B.1
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Overview ....................................................................................... Appendix B-1
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B.2 ADS-B ........................................................................................... Appendix B-3
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B.3 ICAO Flight Plan .......................................................................... Appendix B-7

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B.4 ADS-B in Non-Radar Area ......................................................... Appendix B-10

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B.5 ADS-B Phraseology ................................................................... Appendix B-12

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APPENDIX C OPERATION FORMS AND TABLES.....................................APPENDIX C-1

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C.1 Captain Candidate Evaluation Report ........................................ Appendix C-1

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C.2 Route and Aircraft Experience Report ....................................... Appendix C-2
C.3 Passenger Notice ......................................................................... Appendix C-3

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C.4 Onboard Safety and Security Report.......................................... Appendix C-7

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C.5 Onboard Report Form ................................................................. Appendix C-9

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C.6 Passenger/Crew illness or injury Report Form ........................ Appendix C-10
C.7 Voyage Report ........................................................................... Appendix C-12
C.8 Cat I/II Unsatisfactory Autoland Repord ................................... Appendix C-14
Preface
Table of Contents
APPENDIX D AUTHORIZED AIRCRAFT FOR SPECIAL OPERATION ......APPENDIX D-1
D.1 All Weather Operation (AWO) ..................................................... Appendix D-1
D.2 PBN ............................................................................................... Appendix D-2
D.3 ETOPS, RVSM, EFB and ADS-B out ........................................... Appendix D-3
APPENDIX E FLIGHT PLAN ........................................................................ APPENDIX E-1
E.1 Standard Flight Plan .....................................................................Appendix E-1
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E.2 Company Flight Planning .............................................................Appendix E-4
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Preface
List of Effective Pages
LIST OF EFFECTIVE PAGES Issue/
I
Page Date
Revision
Page
Issue/
RevisionI
Preface
Date
Preface 49
Preface 50
Preface 51
3/2
3/2
3/2
17 DEC 2019
17 DEC 2019
17 DEC 2019
Preface 1 3/2 17 DEC 2019 Preface 52 3/2 17 DEC 2019
Preface 4 3/0 11NOV 2019 Preface 55 3/2 17 DEC 2019
Preface 5 3/0 11NOV2019 Preface 56 3/2 17 DEC 2019
Preface 6 3/0 11 NOV2019 Preface 57 3/2 17 DEC 2019
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Preface 18 3/2 17 DEC 2019 Preface 69
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Preface 20 3/2 17 DEC 2019 Chapter 0
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Preface 21 3/2 17 DEC 2019 Policy
Preface 22 3/2 17 DEC 2019 0-1 3/0 11NOV 2019
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Preface 33 3/2 17 DEC 2019 0-12 3/0 11NOV 2019

Preface 34 3/2 17 DEC 2019 Chapter 1
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Preface 35 3/2 17 DEC 2019 Organization, Duty And Responsibility

Preface 36 3/2 17 DEC 2019 1-1 3/0 11 NOV2019
1-2 3/0 11 NOV2019
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Preface 37 3/2 17 DEC 2019

Preface 38 3/2 17 DEC 2019 1-3 3/0 11NOV2019
Preface 39 3/2 17 DEC 2019 1-4 3/1 27NOV2019
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Preface 47 3/2 17 DEC 2019 1-12 3/0 11NOV2019
Preface 48 3/2 17 DEC 2019 1-13 3/0 11NOV 2019
1-14 3/0 11NOV2019
For CAA T Use only
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Issue 3, Revision 2 17 DEC 2019 Nok Airlines Public Company L1m1ted Preface'17• �l�
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Record of Revision / Amendment
RECORD OF REVISION / AMENDMENT
Whenever there is a significant change of organization, responsibility, guidelines,

policy or procedures, a new manual issuance is required. Minor amendments (if any)
shall be issued in the form of a revision with effective pages being reviewed before the
effective date, but no later than the effective date. A vertical black line (approx. 2pts)
is required on the left hand side of the page identifying the revised amendments.
Minor Change
(i) Few chapters are affected requiring revision change.
(ii) The changes are made by way of revising the manual to a higher
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revision order.
Major Change
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(i) An extensive revision requiring a complete reissuance when
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involving change of organization, responsibility, guidelines,
policy or procedures including significant format change.
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(ii) The next higher issue order will be allocated while the revision
number will be reset to zero.
This manual shall be reviewed and updated once a yearor as necessary.
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Issue/Revision
Effective Date
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Date of
Revised By
Number Incorporation
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Issue 1 Rev 0 22 MAR 2017 22 MAR 2017 OS
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Issue 1 Rev 1 1 SEP 2017 1 SEP 2017 OS

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Issue 2 Rev 0 22 MAR 2018 22 MAR 2018 OS

Issue 2 Rev 1 29 OCT 2018 29 OCT 2018 OS
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Issue 3 Rev 0 11 NOV 2019 11 NOV 2019 OS

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Issue 3 Rev 1 27 NOV 2019 27 NOV 2019 OS

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Issue 3 Rev 2 17 DEC 2019 17 DEC 2019 OS

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Preface
Revision Transmittal
REVISION TRANSMITTAL
To: All Controlled Copy Holders.

Subject: Operations Manual (OM) Part A
This revision reflects the most current information available to Nok Airlines Public
Company Limited.
General information below explains the use of revision bars to identify new or revised
information. Highlights in the Revision Highlights section explain the revision bar
changes in this revision.
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General
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This Operations Manual (OM) Part A has been revised/updated and is
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approved/accepted on: 17 DEC 2019.
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The valid pages of OM, General are listed in the List of Effective Pages distributed
with every revision.
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A revision bar (vertical black line - approx. 2pts) is required on the left hand side of the
page identifying the revised amendments.
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Filing Instructions de
Consult the List of Effective Pages.
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Be careful when inserting changes not to throw away pages from the manual that are
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not replaced. Using the List of Effective Pages can help determine the correct content
of the manual.
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Preface
Revision Highlights
REVISION HIGHLIGHTS
Chapter Changed Comments Page

Add :
Appendix Appendix D
- Aircraft Boeing 737-800 (HS-DMB)
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Controlled Distribution List
CONTROLLED DISTRIBUTION LIST
DISTRIBUTION LIST Remarks

FLIGHT OPERATIONS STANDARDS DATABASE
CAAT
(FOSD)
PA E-DISTRIBUTION
PS E-DISTRIBUTION
PO E-DISTRIBUTION
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PE E-DISTRIBUTION
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OS E-DISTRIBUTION or HARD COPY
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OJ E-DISTRIBUTION
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OC E-DISTRIBUTION
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OG E-DISTRIBUTION or HARD COPY
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PT E-DISTRIBUTION
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PH E-DISTRIBUTION
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OX E-DISTRIBUTION or HARD COPY

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PM E-DISTRIBUTION
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DOMESTIC STATION E-DISTRIBUTION

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OVERSEAS STATION E-DISTRIBUTION

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AIRCRAFT BOEING
HARD COPY
737-800
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AIRCRAFT DASH 8
HARD COPY
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Q400
External Service Provider E-DISTRIBUTION or HARD COPY
Operations Manual Part-A
Preface
Abbreviation
ABBREVIATION
AAF Alternative Airport Familiarization

AB Aerodrome Briefing
ACARS Aircraft Communications Addressing & Reporting System
ACAS Airborne Collision Avoidance System
ACFT, A/C Aircraft
AD Aerodrome
ADF Automatic Directional Finder
ADS Automatic Dependent Surveillance
AFIS Aerodrome Flight Information Service
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AFS Automatic Flight System
AFTN Aeronautical Fixed Telecommunication Network
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AGL Above Ground Level
AH Alert Height
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AHC Airport Handling Committee—IATA
AIB Accident Investigation Board
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AIDS Aircraft Information Data System
AIP Aeronautical Information Publication
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AIREP Air Report
ALTN Alternate
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AMM Aircraft Maintenance Manual
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AMO Approved Maintenance Organization
ANT Antenna
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AOC Air Operator Certificate

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AOG Aircraft On Ground

AOM Aircraft Operations Manual
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AP Autopilot, Air Purser

APAPI Abbreviated Precision Approach Path Indicator
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APCH Approach
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APP Approach Control

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APU Auxiliary Power Unit

ARC Aircraft Recovery Coordinator
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ARINC Aeronautical Radio Incorporated

ARR Arrival
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ASC Aviation Securuty Committee

ASD Accelerate—Stop Distance
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ASDA Accele rate—Stop Distance Available

ASHTAM Volcanic Ash information to Airmen
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ASM Ad hoc Schedule Message

ASR Air Safety Report
ASRTEX Air Safety Report, sent by Telex
ATC Air Traffic Control
ATIS Automatic Terminal Information Service
ATPL Airline Transport Pilot License
ATS Air Traffic Service
ATT Airline Transition Training
AVASIS Abbreviated Visual Approach Slope Indicator System
Preface
Abbreviation
B-RNAV Basic Area Navigation

BA Braking Action
C Celsius
CA Cabin crew
CAA Civil Aviation Authority
CAA Representative from CAAT
CAAT Civil Aviation Authority of Thailand
CAEP Cabin Attendant Emergency Procedures
CANPA Constant Angle Non-Precision Approach
CAP Cabin Attendant Emergency Procedures
CAPT Captain
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CAS Calibrated Airspeed
CAT Category
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Precision instrument approach and landing Category I (II or
CAT I (II or III)
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III)
CB Cumulonimbus cloud
CBT Computer Based Training
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CDL Configuration Deviation List
CF Contingency Fuel
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CFIT Controlled Flight Into Terrain de
CG Center of Gravity
cm Centimeter
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COM Communication
CP Co-pilot
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CPL Commercial Pilot License

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CPT Cockpit Procedure Training

CQM NOK Corporate Quality Assurance Manual
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CRF Captain Report Folder

CRM Crew Resource Management
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CRP Cruise Pilot

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CSC Company Safety Committee

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CSOM Cabin System Operating Manual

CSQI Customer Services Quality Instructions
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CSQM Customer Services Quality Manual

CSQP Customer Services Quality Procedures
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CSV Cabin Supervisor

CTR Cabin Crew Training & Reference Handbook
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CWY Clearway
DA/H Decision Altitude/Height
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CAAT Department of Civil Aviation of Thailand

DCT Direct
DEP Departure
DEST Destination
DGR Dangerous Goods Regulations
DME Distance Measuring Equipment
DOF Date of Flight
DOI Dry Operating Index
DOW Dry Operating Weight
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Abbreviation
E East
EAP Emergency & Accident Procedures
EASA European Aviation Safety Agency
EET Estimated Elapsed Time
EGPWS Enhanced Ground Proximity Warning System
ELT Emergency Locator Transmitter
EM Emergency Manual
EM/MALF Emergency/Malfunction
EMS Environmental Management System
ENG Engine
EPR Engine Pressure Ratio
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ETA Estimated Time of Arrival
ETD Estimated Time of Departure
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ETP Equal Time Point
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F Fahrenheit
FAA Federal Aviation Administration
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FAF Final Approach Fix
FAR Federal Aviation Regulations
FAST Family Assistance and Support Team
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FC Captain or PIC de
FCL Flight Crew License (JAR)
FCOM Flight Crew Operating Manual
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FCTM Flight Crew Training Manual
FD Flight Director
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FFS Full Flight Simulator

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FIR Flight Information Region

FIS Flight Information Service
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FL Flight Level
FMC Flight Management Computer
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FMS Flight Management System

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FO, F/O First Officer

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FOD Foreign Object Damage

FPL ATS Flight Plan
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fpm feet per minute

FPR Flight Plan Routing
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FREQ Frequency
FS Cruise relief pilot
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ft feet
FTD Flight Training Device
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FTM Flight Training Manual

G/S Glide Slope
GCA Ground Control Approach
GMM NOK General Maintenance Manual
GNSS Global Navigation Satellite System
GOM Ground Operations Manual
GPS Global Positioning System
GPWS Ground Proximity Warning System
GS Ground Speed
Preface
Abbreviation
GW Gross Weight
GWC Gross Weight Chart Manual
h hour
HF High Frequency
HIALS High Intensity Approach Light System
HIRL High Intensity Runway edge Lights
HOT Hold-Over Time
hPa Hecto Pascals
Hz Hertz (Cycles per second)
IAA Initial Approach Altitude
IAS Indicated Air Speed
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IATA International Air Transport Association
ICAO International Civil Aviation Organization
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IFR Instrument Flight Rules
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ILS Instrument Landing System
IMC Instrument Meteorological Conditions
or
INOP Inoperative
INS Inertial Navigation System
INTER Intermittent
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IOSA IATA Operational Safety Audit de
IR Instrument Rating
IRS Inertial Reference System
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ISA International Standard Atmosphere
ISO International Organization for Standardization
nl
JAA Joint Aviation Authorities

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JAR Joint Aviation Requirements

KG, kg Kilogram
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km Kilometer
KPI Key Performance Indicator
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KT, kt Knot(s)
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LAT Latitude
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LCPs Load Control Procedures

LCS Load Control Supervisor
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LEH Local Emergency Handbook

LEP List of Effective Pages
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LIFUS Line Flying Under Supervision

LLWAS Low Level Wind Shear Alerting System
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LLZ Localizer
LNAV Lateral Navigation
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LOC Localizer, Location

LOFT Line Oriented Flight Training
LONG Longitude
LP/LHP Pilot occupying the left seat
LRC Long Range Cruise
LSH Local Security Handbook
LVP Low Visibility Procedure
LVTO Low Visibility Take-off
LW Landing Weight
Preface
Abbreviation
M Mach
m meter
MAC Management Accident Committee
MAP Missed Approach Point
MAX, Max max Maximum
MCP Mode Control Panel
MCT Maximum Continuous Thrust
MDA/H Minimum Descent Altitude/Height
MEA Minimum En Route Altitude
MEL Minimum Equipment List
MET Meteorology, Meteorological
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METAR Meteorological Aviation Routine Weather Report
MFA Minimum Flight Altitude
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MGA Minimum Grid Altitude
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Min, Minute
MMEL Master Minimum Equipment List
or
MMO Maximum Operating Mach
MNM Minimum
MOCA Minimum Obstacle Clearance Altitude
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MSA Minimum Safe (Sector) Altitude de
MSL Mean Sea Level
MTCA Minimum Terrain clearance Altitude
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MTOW Maximum Take-off Weight
MVT Movement
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N North
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NAV Navigation
NAVAIDS Navigation Aids
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NDB Non-Directional Beacon

NM, Nm Nautical Mile(s)
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NOTAM Notice To Airmen

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NOTOC Notification To Captain

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O Observer
OAT Outside Air Temperature
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OCA/H Obstacle Clearance Altitude/Height

OCL Obstacle Clearance Limit
on
OM Outer Marker
ONC Operational Navigation Chart
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OPC Operator Proficiency Check

OPR Operator
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OPS Operations, Operational

OPT Operational Procedure Training
OSQM Operations Safety and Quality Manual
OTP On-Time Performance
OVHD Overhead
PIC Pilot-in-Command
PA Passenger Address
PAH Public Address Handbook
PANS Procedures for Air Navigation Services
Preface
Abbreviation
PAPI Precision Approach Path Indicator

PAR Precision Approach Radar
PAX Passenger
PCN Pavement Classification Number
PDP Pre-Determine Point
PDT Periodic Dispatch Training
PEL Personnel Licensing
PF Pilot Flying
PICUS Pilot-in-Command Under Supervision
PM Pilot Monitoring
POR Point of Replanning
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PPC Pilot Proficiency Check (PPC)
PROB Probability
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PS Student Pilot
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PSM Passenger Service Manual
PTT Push-To-Talk
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QAM Quality Assurance Manual
QAR Quick Access Recorder
QF Qualification Flight
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Altimeter setting, to indicate “ height “ above the reference
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QFE
datum
QMS Quality Management System
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QNH Altimeter setting, to indicate “ altitude “ measured from MSL
QRB Quality Review Board
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QRH Quick Reference Handbook

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RA Radio Altitude, Resolution Advisory, Risk Assessment

RALT En Route Alternate
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REF Reference
REG Registration
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REQ Required, Requirement

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RF Risk Factor
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RFC Route Facility Chart

RFFS Rescue and Fire Flighting Services
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RH Radio Height
RIF Reclearance in Flight
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RM Route Manual
RMK Remark
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RNAV Area Navigation

RNP Required Navigation Performance
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ROC, R/C Rate of Climb

ROD Rate of Descent
RP Pilot occupying the right seat
RTO Rejected Take-off
RVR Runway Visual Range
RVSM Reduced Vertical Separation Minimum
RW, RWY Runway
S South
SAR Search and Rescue
Preface
Abbreviation
SARP Standards and Recommended Practices

SAT Static Air Temperature
SATCOM Satellite Communication
SEC Secondary
sec Second
SEFP Special Engine Failure Procedure
SELCAL Selective Calling
SEM Security Manual
SFT SAAB Friction Tester
SHB Ship Handbook
SID Standard Instrument Departure
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SIGMET Significant weather report
SMM Safety Management Manual
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SOP Standard Operating Procedure
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SRA Surveillance Radar Approach
SRE Surveillance Radar Element of precision approach radar
or
SSR Secondary Surveillance Radar
STA Schedule Time of Arrival
STAR Standard Terminal Arrival Route
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STD Schedule Time of Departure de
STS Status
SV Supervisory
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SWY Stopway
t ton
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T-VASIS T-Visual Approach Slope Indicator System

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TA Transition Altitude, Traffic Advisory

TACAN Tactical Air Navigation
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TAF Terminal Aerodrome Forecast

TAS True Airspeed
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TAT Total Air Temperature

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TBN To Be Notified
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TCAS Traffic Alert and Collision Avoidance System

TCH Threshold Crossing Height
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TEMP Temperature
TEMPO Temporary
on
TERPS Terminal Instrument Procedure Standard

TKOF Take-off
nc
TMA Terminal Control Area

TOD Take-off Distance
U
TODA Take-off Distance Available

TOR Take-off Run
TOW Take-off Weight
TRF Total Risk Factor
TWY Taxiway
UTC Coordinated Universal Time
V Velocity
V1 Decision speed
V2 Take-off safety speed
Preface
Abbreviation
VA Approach speed
VAR Volcanic Activity Report (ICAO)
VASIS Visual Approach Slope Indicator System
Vclean Minimum Climb speed with the aircraft in clean configuration
VDP Visual Descent Point
VEF Engine Failure speed
VFR Visual Flight Rule
VHF Very High Frequency
VIP Very Important Person
VIS Visibility
The speed at which the relationship between lift and drag has
ed
VL/D MAX
its maximum
Vmc Minimum control speed
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VMC Visual Meteorological Conditions
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Vmca Minimum control speed—airborne
Vmcg Minimum control speed—on ground
Vmo Maximum operating limit speed
or
VNAV Vertical Navigation
VOLMET Routine aerodrome weather broadcast for aircraft in flight
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VOR VHF Omni-Directional Range de
VP Vice President
Vr Rotation speed
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VR Voyage Report
Vref Reference speed
nl
Vs Stall speed
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Vth Threshold speed

W West
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WHO World Health Organization

ZFW Zero Fuel Weight
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QSSES Corporate Quality, Safety, Security, Environment and Support

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Preface
Administration And Control
ADMINISTRATION AND CONTROL
Management of Manual
Manual Purpose and Objective

The Operation Manual (OM) Part A provides comprehensive corporate policies,
precedures, general administration and guidelines in matters affecting quality
standards that are relevant and compliant with Civil Aviation Authority of Thailand
(CAAT) Air Operator Certificate Requirements (AOCR), laws, rules and company
standards.
ed
The Operation Manual is a legal and confidential document. It is issued under the
authority of Flight Operations, VP (OS) and Operation Manual is centrally managed
t
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and controlled by Flight Documentation Management Director(OD) which delegated
by VP (OS). All other documents referred in the operation manual containing
pr
information and/or guidance relevant to all flight operations personel are managed and
controlled by the respective issuing authority.
or
Manual Compliance Statement
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The Operation Manual (OM) has been in accordance to comply with CAAT
de
requirements. In addition, it contains the applicable national rules and regulations as
well as relevant ICAO standards and procedure of Air Navigation Service. It also
oa
contains NOK company policies, procedure, instructions, guidance and/or information
relevant to flight crew functions and responsibilities.
nl
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Preface
Operation Instructions Statement

This Operation Manual provides the directive to all personnel who are directly related
to the operations of the aircraft for discharging their duties and responsibilities so as
to ensure safe operation of aircraft maintaining strict compliance with the regulatory
obligations of the CAAT and standard practices and procedures laid down thereof.
The Operation Manual is for the fuse of flight crewmember of NOK and other employee
associated with the operation of aircraft. All flight crewmembers are required to have
a personnel copy of OM. In addition to follow the instructions those are outlined in the
manual, all associated operations personnel of NOK are reminded that they also have
a statutory obligation to be aware of, and comply with, all regulations and instructions
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as may be notified from time to time by the appropriate regulatory authority.
The rules and regulations contained in the Operation Manual shall be adhered to by
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the relevant personnel at all times; in the event of willful or negligent disobedience to
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those rules and regulations, the personnel concerned may become subject to
disciplinary, legal or penal action. However, nothing contained in the Operation Manual
shall prevent personnel from exercising their own best judgment during any situation
or
for which the Operation Manual makes no provisions or in an emergency.
d
The Pilot-in-Command (P-i-C) shall, in an emergency situation, take any action he
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considers necessary under the circumstances. In such cases he may deviate from
rules, operational procedures and methods in the interest of safety.
oa
The OM comprises of Part A (15 Sections), Part B (11 Sections), Part C (2 Sections)
& Part D (4 Sections). They contain operational policies, instructions and procedures
nl
required for a safe operation. They detail the duties and responsibilities of all ground
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and flight operations personnel and their interrelationship to the operation as a whole.
All NOK personnel related with NOK operations are to have thorough knowledge of
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the contents of the Operation Manual and are required to study the manual frequently.
The Operations Manual is the property of NOK. The personnel authorized by NOK
if
only are allowed to keep the

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manual in possession. All such holders are responsible to amend, maintain and keep
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the manual in good condition.

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Wutthiphum Jurangkool
Chief Executive Officer
Preface
MANUAL BRIEF DESCRIPTION

Use of Term
When used in the Operation Manual, the following terms shall have the meaning
outlined below:
“Shall” or an action verb in the imperative sense means that the
application of a rule or procedure or provision is mandatory. (“Must” is
used as an alternative to “Shall”.)
“Should” means that the application of a procedure or provision is
recommended.
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“May” means that the application of a procedure or provision is optional.
This Manual applies to male and female crewmembers, operations
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personnel, passengers and other persons although, for simplification,
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references in the text are made in the masculine gender only.
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Although the Male gender is used throughout this manual the contents
apply as well as to female gender of NOK. So ”he” is also means
or
“he/she”
Applicability
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This OM is applicable to NOK that all regulations on the contents of the operations
de
manual, as part of the flight safety documents system, are taken into account, reviewed
and implemented by NOK before granting the AOC or any specific approval. Flight
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Documentation Management Director is responsible for notifying CAAT of proposed
changes and working with the authority on changes requiring approval;.
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Document Hierarchy
Operation Manual (OM) consists of four (4) separate parts:
OM Part A (General)
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OM Part B (Aircraft Operating Information)

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OM Part C (Areas, Routes and Aerodrome)

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OM Part D (Training)
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Preface
OM Part A OM Part B OM Part C OM Part D
• General • FCOM/AOM • Aeras, • FTM

• SEM • QRH Routes and • FCTM
• SMM • AFM Aerodrome • CCTM
• EM • MEL/CDL • Route • FDTM
Manual
• GWC • TTM
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• Aerodrome
• FPPM • GTM
Manual
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• SOP
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• Chart
• GOM
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Manual
• LCP • RIM
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• CCM
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OM Part A - General de
Operation Manual Part A defines all non type-related operational policies, procedures,
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instructions and guidance necessary for operations personnel to perform their duty and
needed for a safe operation.
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Security Manual (SEM)

Safety Management Manual (SMM)
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Emergency Manual (EM)

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
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OM Part B – Aircraft Operating Information

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Operation Manual Part B comprises all type-related instruction and procedure needed
for a safe operation and includes the following aircraft manufacturer’s documents for
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the operating aircraft

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FCOM/AOM
QRH
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AFM
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MEL/CDL
GWC
FFPM
SOP
GOM
LCP
CCM
Preface
OM Part C – Areas, Routes and Aerodrome

Flight crew shall use the latest edition of the Jeppesen Manual both in paper and electronic
data form for all flight operation.
Where any contradiction in minima occurs between the Jeppesen Manual and CAAT
requirement, CAAT requirement shall be adhered to. Where any contradiction in minima
occurs between the Jeppesen Manual and NOK Operation Manual, NOK AIR’s Ops
Specs and/or OM limits shall be adhered to.
Operations Manual Part C comprises all instructions and information needed for the area
of operation and includes the following documents for the operating aircraft:
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Route Manual
Aerodrome Manual
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Charts Manual
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Route Information Manual/Special Airline Information

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OM Part D – Training
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Operations Manual Part D comprises all training instructions required for safe operation
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and includes the following documents for the operated aircraft:
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Flight Training Manual (FTM)
Flight Crew Training Manual (FCTM)
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Cabin Crew Training Manual (CCTM) 

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Flight Dispatch Training Manual (FDTM)

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Ground Training Manual (GTM)

Technical Training Manual (TTM)
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
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Common Language
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The Operations Manual shall be presented in the English language, and all Company
personnel whose duties and responsibilities are specified in the Operations Manual must
be able to communicate effectively in the English language and comprehend the content
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of the Operations Manual.

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All flight crew personnel and cabin crews employed by or contracted to Company must
be able to communicate effectively in English language. They must be able to
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comprehend the content of the Operations Manual.
Preface
Definitions
Advisory route See RM/Rules and Regulations (RAR).

Aerodrome A defined area on land or water (including any
buildings, installations and equipment) intended to
be used either wholly or in part for the arrival,
departure and surface movement of aircraft.
Aerodrome The elevation of the highest point of the landing

elevation area.
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Aerodrome Operating The limits of usability of an aerodrome for:
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Minima(AOM) a) Take-off, expressed in terms of runway visual range
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and/or visibility and, if necessary, cloud conditions;
b) Landing in precision approach and landing
or
operations, expressed in terms of visibility and/or
runway visual range and decision altitude/height
(DA/H) as appropriate to the category of the
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operation; and de
c) Landing in non-precision approach and landing
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operations, expressed in terms of visibility and/or
runway visual range, minimum descent
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altitude/height (MDA/H) and, if necessary, cloud

conditions.
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Aerodrome traffic All traffic on the maneuvering area of an aerodrome

and all aircraft flying in the vicinity of an aerodrome.
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Aeronautical Information A publication issued by or with the authority of a

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Publication (AIP) State and containing aeronautical information of a

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lasting character essential to air navigation.

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Airborne Collision An aircraft system based on secondary surveillance

Avoidance System radar (SSR) transponder signals which operates
(ACAS)/Traffic alert and independently of ground-based equipment to
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Collision Avoidance provide advice to the pilot on potential conflicting

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System (TCAS) aircraft that are equipped with SSR transponders.
Airborne time The time from and including the application of take-
off power before take-off on the runway to the
moment when the landing roll after landing is
completed.
Aircraft approach See RM.

category - ICAO
Preface
Aircraft avionics A term designating any electronic device, including

its electrical part, for use in an aircraft, including
radio, automatic flight control and instrument
systems.
Aircraft Operations A manual associated with the certificate of
Manual(AOM) airworthiness, containing limitations within which the
aircraft is to be considered airworthy, and
instructions and information necessary to the flight
crew members for the safe operation
of the aircraft. (FCOM, QRH, SOP is issued for
ed
BCC.)
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Aircraft proximity A situation in which, in the opinion of a pilot or air
in
traffic services personnel, the distance between
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aircraft as well as their relative positions and speed
have been such that the safety of the aircraft
or
involved may have been compromised. An aircraft
proximity is classified as follows:
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a) Risk of collision The risk classification of an aircraft
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proximity in which serious risk of collision has
existed;
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b) Safety not assured The risk classification of an
aircraft proximity in which the safety of the aircraft
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may have been compromised;

c) No risk of collision The risk classification of an
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aircraft proximity in which no risk of collision has

existed;
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d) Risk not determined The risk classification of an

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aircraft proximity in which insufficient information

was available to determine the risk involved, or
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inconclusive or conflicting evidence precluded such

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determination.
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Aircraft stand A designated area on an apron intended to be

used for parking an aircraft.
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Air–ground Two-way communication between aircraft and

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communication stations or locations on the surface of the earth.

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Air Operator Certificate A certificate authorizing The company to carry out

(AOC) specified commercial air transport operations.
Air traffic control See RM.

clearance
Preface
Air Traffic Services (ATS) A generic term meaning variously, flight information
service, alerting service, air traffic advisory service,
air traffic control service (area control service,
approach control service or
aerodrome control service).
Air traffic services Airspaces of defined dimensions, alphabetically
airspaces designated, within which specific types of flights
may operate and for which air traffic services and
rules of operation are specified.
Air traffic services A unit established for the purpose of receiving
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reporting office reports concerning air traffic services and flight
plans submitted before departure.
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Airway See RM.
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Altitude The vertical distance of a level, a point or an object
or
considered as a point, measured from mean sea
level (MSL).
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Apron A defined area, on a land aerodrome, intended to
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accommodate aircraft for purposes of loading or
unloading passengers, mail or cargo, fuelling,
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parking or maintenance.
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Area Control Center (ACC) A unit established to provide air traffic control
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service to controlled flights in conrol areas under its

jurisdiction.
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Area navigation (RNAV) A method of navigation which permits aircraft

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operation on any desired flight path within the

coverage of station referenced navigation aids or
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within the limits of the capability of self-contained

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aids, or a combination of these.

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Area navigation route An ATS route established for the use of aircraft
capable of employing area navigation.
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Automatic Dependent A surveillance technique in which aircraft

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Surveillance(ADS) automatically provide, via a data link, data derived

from on-board navigation and position-fixing
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systems, including aircraft identification, position

and additional data as appropriate.
Automatic Terminal The provision of current, routine information to

Information Service (ATIS) arriving and departing aircraft by means of
continuous and repetitive broadcasts throughout
the day or a specified portion of the day.
Base aircraft An aircraft or group of aircraft, designated by the

applicant, used as a reference to compare
differences with another aircraft.
Preface
Blind transmission A transmission from one station to another station

in circumstances where two-way communication
cannot be established but where it is believed that
the called station is able to receive the
transmission.
Cabin crew A crew member who performs, in the interest of
safety of passengers, duties assigned by the
company or the pilot- in-command of the aircraft,
but who shall not act as a flight crew member.
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Captain candidate A pre-captain candidate who has successfully
passed the pre-captain candidate evaluation
process and undergoing the training and checking
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process.
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Ceiling The height above the ground or water of the base
of the lowest layer of cloud below 20,000 ft covering
or
more than half the sky.
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Change-over point The point at which an aircraft navigating on an ATS
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route segment defined by reference to very high
frequency omni-directional radio ranges is
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expected to transfer its primary navigational
reference from the facility behind the aircraft to the
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next facility ahead of the aircraft.

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Circling approach An extension of an instrument approach procedure

which provides for visual circling of the aerodrome
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prior to landing.
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Clearance limit The point to which an aircraft is granted an air

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traffic control clearance.

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Clearway (CWY) A defined rectangular area on the ground or water

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under the control of appropriate authority, selected

or prepared as a suitable area over which an aircraft
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may make its initial climb to a specified height.

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Commercial air transport An aircraft operation involving the transport of

operation passengers, cargo or mail for remuneration or hire.
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Controlled airspace See RM.
Controller-Pilot Data A means of communication between controller and

LinkCommunication pilot,
(CPDLC) using data link for ATC communications.
Control zone See RM.
Preface
Copilot A licensed pilot serving in any piloting capacity other

than as Pilot-in-Command but excluding a pilot who
is on board the aircraft for the sole purpose of
receiving flight instruction.
Credit The acceptance of training, checking or recent
experience on one type or variant as being valid for
another type or variant because of sufficient
similarities between the two types or variants.
Current flight plan The flight plan, including changes, if any, brought
ed
about by subsequent clearances.
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Danger area An airspace of defined dimensions within which
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activities dangerous to the flight of aircraft may exist
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at specified times.
Dangerous goods Articles or substances which are capable of posing
or
significant hazard to health, safety or property when
transported by air.
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Deadhead crew member de
A member of the flight personnel shown on the
flight’s documents as a crew member but taking part
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in the flight only for transportation purpose.
Decision Altitude/Height See OM Part C - Abbreviations (ABB).

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(DA/H)
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Dependent parallel Simultaneous approaches to parallel or near-

approaches parallel instrument runways where radar separation
if
minima between aircraft on adjacent extended

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runway center lines are prescribed.

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Different types Different type is formally assigned to two or more

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aircraft that have different type ratings for which

simulator training is mandatory, e.g.DHC-8-
400/B737-800
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Ditching The forced landing of an aircraft on water.

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Domestic A form of commercial flight within civil aviation where

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Operation/Flight the departure and the arrival take place in the same
country. For Nok, domestic operations mean all
flights where the departure and the arrival take place
in Bangkok FIR, Thailand.
Preface
Elevation The vertical distance of a point or a level, on or

affixed to the surface of the earth, measured from
mean sea level.
Emergency Locator A generic term describing equipment that broa
Transmitter (ELT): CAAT sts distinctive signals on designated
frequencies and, depending on application, maybe
automatically activated by impact or be manually
activated. The types of ELT are defined
as follows:
a) Automatic Fixed ELT – permanently attached to the
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aircraft and automatically activated.
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b) Automatic Portable ELT – rigidly attached to an
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aircraft and automatically activated, but may be
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readily removed from the aircraft.
c) Automatic Deployable ELT – rigidly attached to the
or
aircraft and automatically deployed and activated by
impact; in some cases, also by hydrostatic sensors.
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Manual deployment is also provided.
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d) Survival ELT – removable from the aircraft, stowed
so as to facilitate its ready use in an emergency, and
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manually activated by survivors.
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The Company’s Aircraft equipped the ELT a). ELTs

are installed in slide/raft bustles. The ELTs
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automatically transmit when submerged in water.

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Note: Portable ELT’s may be installed in the

passenger cabin.
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Estimated Elapsed Time The estimated time required to proceed from one
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(EET) significant point to another.

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Estimated off block time The estimated time at which the aircraft will
commence movement associated with departure.
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Estimated Time of Arrival The time at which it is estimated that the aircraft will
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(ETA) arrive over that designated point, defined by

reference to navigation aids, from which it is
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intended that an instrument approach procedure will

be commenced, or, if no navigation aid is
associated with the aerodrome, the time at which
the aircraft will arrive over the aerodrome.
Expected Approach Time The time at which ATC expects that an arriving
(EAT) aircraft, following a delay, will leave the holding
point to complete its approach for a landing.
Preface
Fail-operational automatic An automatic landing system is fail-operational if, in

landing system the event of a failure, the approach, flare and landing
can be completed by the remaining part of the
automatic system.
Fail-passive automatic An automatic landing system is fail-passive if, in the
landing system event of a failure, there is no significant deviation of
aircraft trim, flight path or attitude but the landing will
not be completed automatically.
Filed flight plan The flight plan as filed with an ATS unit by the pilot or
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a designated representative, without any
subsequent changes.
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Flight crew A licensed crew member charged with duties
essential to the operation of an aircraft during flight
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time.
or
Flight duty period The total time from the moment a flight crew member
commences his duty, immediately subsequent to a
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rest period and prior to making a flight or a series of
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flights, to the moment he is relieved of all duties after
having completed such flight or series of flights.
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Flight Information Region See RM.

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(FIR)
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Flight level A surface of constant atmospheric pressure which is

related to a specific pressure datum, 1013.2 h Pa,
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and is separated from other such surfaces by

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specific pressure intervals.

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Flight Officer (F/O) Flight officer, is a common designation used for all
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pilots other than captain. For more details, see Pilot

nomenclature.
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Flight plan Specified information provided to air traffic services

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units, relative to an intended flight or portion of a

flight of an aircraft
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Flight recorder Any type of recorder installed in the aircraft for the
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purpose of complementing accident/incident

investigation.
Flight time The total time from the moment an aircraft first
moves under its own power for the purpose of taking
off until the moment it comes to rest at the end of the
flight.
Preface
Note: Flight time defined here, is synonymous with

the term “block-to-block” time, or “chock-to
chock” time in general usage, which is
measured from the time the aircraft moves
from the loading point until it stops at the
unloading point.
Flight visibility The visibility forward from the cockpit of an aircraft in

flight.
Forecast A statement of expected meteorological conditions
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for a specified time or period, and for a specified
area or portion of airspace.
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Glide Path (GP) A descent profile determined for vertical guidance
during a final approach.
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Ground visibility The visibility at an aerodrome, as reported by an
or
accredited observer.
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Heading The direction in which the longitudinal axis of an
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aircraft tis pointed, usually expressed in degrees
from North (true, magnetic, compass or grid).
oa
Height The vertical distance of a level, a point or an object
considered as a point, measured from a specified
nl
datum.
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Holding point A specified location, identified by visual or other

d
means, in the vicinity of which the position of an

aircraft in flight is maintained in accordance with air
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traffic control clearances.

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Holding procedure A predetermined maneuver which keeps an aircraft

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within a specified airspace whilst awaiting further

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clearance.
Independent parallel Simultaneous approaches to parallel or near –

on
approach parallel instrument runways where radar separation

minima between aircraft on adjacent extended
nc
runway center lines are not prescribed.

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Independent parallel Simultaneous departures from parallel or near –

departure parallel instrument runways.
IFR flight A flight conducted in accordance with the

instrument flight rules.
Instrument A series of predetermined maneuvers by reference

approach to flight instruments with specified protection from
procedure obstacles from the initial approach
Preface
fix, or where applicable, from the beginning of a

defined arrival route to a point from which a landing
can be completed and thereafter, if a landing is not
completed, to a position at which holding or en route
obstacle clearance criteria apply.
Instrument flight time Time during which a pilot is piloting an aircraft solely
by reference to instruments and without external
reference points.
Instrument ground time Time during which a pilot is practicing, on the
ed
ground, simulated instrument flight on a mechanical
device approved by the Competent Licensing
Authority.
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Instrument Meteorological conditions expressed in terms of
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Meteorological visibility, distance from cloud, and ceiling*, less than
Conditions (IMC) the minim a specified for visual meteorological
or
conditions.
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International A form of commercial flight within civil aviation
Operation/Flight de
where the departure and the arrival take place in the
different countries. An important difference between
oa
international and domestic flights is that, before
boarding the aircraft, passengers and undergo
nl
migration formalities and, when arriving to the

destination airport, they must undergo both
ow
immigration and customs formalities, unless both

the departure and arrival countries are members of
d
the same free travel areas, such as the Schengen

Area.
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Level A generic term relating to the vertical position of an

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aircraft in flight and meaning variously, height,

altitude or flight level.
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Line Check A check done to ensure a flight crew member’s

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competence in carrying out normal line operations.
Low Visibility Procedures Procedures applied at an aerodrome for the

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(LVP) purpose of ensuring safe operations during

Category II and III approaches and Low Visibility
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Take-offs.
Low Visibility Take- Off A take-off where the Runway Visual Range (RVR)
(LVTO) is less than 400 m.
Maneuvering area The part of an aerodrome to be used for take-off,

landing and taxiing of aircraft excluding aprons.
Preface
Minimum Approach The lowest height of the wheels above the runway
Break-off Height (MABH) at which itis demonstrated that a go around can be
carried out without external visual references with
an acceptable level of safety.
Minimum Descent See OM-C Abbreviations (ABB).
Altitude/Height (MDA/H)
Minimum En route See OM-C Navigation (NAV).

Altitude(MEA)
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Master Minimum A list established for a particular aircraft type by
Equipment List (MMEL) the organization responsible for the type design
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with the approval of the State of Design containing
items, one or more of which is permitted to be
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unserviceable at the commencement of a flight.
or
Minimum Equipment list A list which provides for the operation of aircraft,
(MEL) subject to specified conditions, with particular
d
equipment inoperative, prepared by The company
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in conformity with, or more restrictive than, the
MMEL established for the aircraft type.
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Minimum Obstacle See OM-C Navigation (NAV).
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Clearance Altitude
(MOCA)
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Minimum Terrain See OM-C Abbreviations (ABB),

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Clearance Altitude Navigation (NAV).

(MTCA)
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Minimum Safe/Sector See OM-C Navigation (NAV).

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Altitude(MSA)
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Missed Approach Point A point prescribed in each instrument approach

(MAP) procedure at which a missed approach procedure
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shall be executed if the required visual reference

does not exist.
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Missed Approach The procedure to be followed if the approach

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Procedure cannot be continued.

Mixed Fleet Flying (MFF) The operation of a base aircraft and one or more
variants of the same type, common type, related
type, or a different type by one or more flight crew
members, between training or checking events.
Preface
Movement area That part of an aerodrome to be used for the take-

off, landing and taxiing of aircraft, consisting of the
maneuvering area and the apron (s).
Near-parallel runway Non-intersecting runways whose extended center
line shave an angle of convergence/ divergence of
15 degrees or less.
Night The hours between the end of evening civil twilight

and the beginning of morning civil twilight or such
other period between sunset and sunrise, as may
ed
be prescribed by the appropriate authority.
Note: Civil twilight ends in the evening when
t
the center of the sun’s disc is 6 degrees below
in
the horizon and begins in the morning when
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the center of the sun’s disc is 6° below the
horizon.
or
Non-precision An instrument approach and landing which does
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approach not utilize electronic glide path guidance.
NOTAM
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A notice distributed by means of telecommunication
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containing information concerning the
establishment, condition or change in any
aeronautical facility, service, procedure or hazard,
nl
the timely knowledge of which is essential to

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personnel concerned with flight operations

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Obstacle Clearance The lowest altitude or the lowest height above the
Altitude/Height (OCA/H) elevation of the relevant runway threshold or the
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aerodrome elevation as applicable, used in

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establishing compliance with appropriate obstacle

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clearance criteria.
The company’s plan for the safe conduct of the flight

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Operational flight plan

based on considerations of aircraft performance,
other operating limitations and relevant expected
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conditions on the route to be followed and at the

aerodromes concerned.
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Operating staff The servants and agents employed by the

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company, whether or not as members of the crew of

the aircraft, to ensure that the flights of the aircraft
are conducted in a safe manner, and includes The
company who himself performs these functions.
Operator A person, organization or enterprise engaged in or

offering to engage in an aircraft operation.
Preface
Operator Difference A formal description of differences between types or

Requirements (ODR) variants flown by a particular operator.
Pilot nomenclature Several sets of titles and abbreviations are used to
define ranks, duties, seating, etc.
 Rank:
 Captain;
 Flight officer;
 Flight officer trainee.
 Duties and responsibilities:
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Pilot-in-
Command(PIC) The pilot responsible for the operation and safety of
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the aircraft during flight time
in
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Copilot (CP) The pilot assisting the PIC.
or
Cruise Pilot (CRP) The crew member carried as are lief pilot on flight
exceeding the maximum agreed flying time
Flight deck duties:
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 P Any pilot on duty
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 PF Pilot flying
 PM
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Pilot Monitoring
 IP Instructor pilot
 O
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Observer
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Pre-captain candidate A senior copilot who has been approved by Flight

Any pilot on duty Pilot flying
Operations committee to undergo the pre-captain
Pilot Monitoring Instructor pilot Observer
candidate evaluation process.
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Precision approach and An instrument approach and landing using precision

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landing operations azimuth and glide path guidance with minima as

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determined by the category of operation.

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Precision Approach Primary radar equipment used to determine the

Radar(PAR) position of an aircraft during final approach, in terms
tro
of lateral and vertical deviations relative to a nominal

approach path, and in range relative to touchdown.
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Note: Precision approach radars are designated to

enable pilots of aircraft to be given guidance by
nc
radio communication during the final stages of the

approach to land
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Pressure altitude An atmospheric pressure expressed in terms of

altitude which corresponds to that pressure in the
Standard Atmosphere
Preface
Profile The orthogonal projection of a flight path or portion

thereof on the vertical surface containing the
nominal track.
Prohibited area An airspace of defined dimensions, above the land
areas or territorial waters of a State, within which the
flight of aircraft is prohibited.
Psychoactive Alcohol, opioids, cannabinoids, sedatives and

substances hypnotics, cocaine, other psycho stimulants,
hallucinogens, and volatile solvents, whereas coffee
ed
and tobacco are excluded.
Radar Approach An approach in which the final approach phase is
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executed under the direction of a radar controller.
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Radar Separation The separation used when aircraft position
information is derived from radar sources.
or
Radar Vectoring Provision of navigational guidance to aircraft in the
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form of specific headings, based on the use of radar.
de
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Radiotelephony A form of radio communication primarily intended for
the exchange of information in the form of speech.
nl
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Rating An authorization entered on or associated with a

license and forming part thereof, stating special
d
conditions, privileges or limitations pertaining to

such license.
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Release Flight (RF) A flight on which a pilot is scheduled with a

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supervisory pilot as the P-i-C in order to

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demonstrate his ability to be released for active

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service on the route or aircraft concerned without

further training.
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Reporting Point A specified geographical location in relation to

which the position of an aircraft can be reported.
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Required Navigation A statement of the navigation performance

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Performance (RNP) necessary for operation within a defined airspace.
Rest period Any period of time on ground during which a flight

crewmember is relieved of all duties by the
company.
Preface
Restricted area An airspace of defined dimensions, above the land

areas or territorial waters of a State, within which
the flight of aircraft tis restricted in accordance with
certain specified conditions.
RNP type A containment value expressed as a distance in
nautical miles from the intended position within
which flights would be for at least 95 per cent of the
total flying time.
Route briefing Information given to a pilot by a qualified person to
ed
ensure that a pilot has sufficient knowledge of a
route or routes to commence flight as either student
t
pilot or active pilot.
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Runway A defined rectangular area on a land aerodrome
prepared for the landing and take-off of aircraft.
or
Runway-holding position A designated position intended to protect a runway,
d
an obstacle limitation surface, or an ILS/ MLS
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critical/sensitive area at which taxiing aircraft and
vehicles shall stop and hold, unless otherwise
authorized by the aerodrome control tower.
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Runway Visual Range The range over which the pilot of an aircraft on the
nl
(RVR) centerline of a runway can see the runway surface

markings or the lights delineating the runway or
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identifying its center line.

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Secondary A surveillance radar system which uses

Surveillance transmitters/receivers (interrogators) and
if
Radar(SSR) transponders.
d
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Segregated parallel Simultaneous operations on parallel or near-

operations parallel instrument runways in which one runway is
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used exclusively for approaches and the other

runway is used exclusively for departures.
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Self-study/self- briefing A self-study of the route or aerodrome to be flown

nc
in the relevant route and aerodrome manuals and

flight plans until the pilot is confident that his
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knowledge of the route or aerodrome to be flown is

adequate.
Senior copilot A flight officer who holds a position as a copilot for

more than4 years, holds an Airline Transport Pilot
License (ATPL) and passed the requirement
program from Pilot Administration Department.
Preface
SIGMET information Information issued by a meteorological watch office

concerning the occurrence or expected occurrence
of specified en route weather
phenomena which may affect the safety of aircraft
operations.
SNOWTAM A special series of NOTAM notifying the presence or
removal of hazardous conditions due to snow, ice,
slush or standing water associated with snow, slush
and ice on the movement area, by means of a specific
format.
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Standard Instrument A designated instrument flight rule (IFR) arrival route
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Arrival(STAR) linking a significant point, normally on an ATS route,
in
with a point from which a published instrument
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approach procedure can be commenced.
or
Standard Instrument A designated instrument flight rule (IFR) departure
Departure(SID) route linking the aerodrome or a specified runway of
d
the aerodrome with a specified significant point,
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normally on a designated ATS route, at which the en
route phase of a flight commences.
oa
Synthetic Flight Trainer Any one of the following three types of apparatus in
nl
which flight conditions are simulated on the ground:

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A flight simulator, which provides an accurate

d
representation of the flight deck of a particular

aircraft type to the extent that the mechanical,
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electrical, electronic, etc., aircraft systems control

d
functions, the normal environment of flight

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characteristics of that type of aircraft are

realistically simulated;
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A flight procedures trainer, which provides area

listic flight deck environment, and which simulates
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instrument responses, simple control functions of

mechanical, electrical, electronic, etc., aircraft
nc
systems, and the performance and flight

characteristics of aircraft of a particular class;
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A basic instrument flight trainer, which is equipped

with appropriate instruments, and which simulates
the flight deck environment of an aircraft in flight
in instrument flight conditions.
Preface
Taxiway A defined path on a land aerodrome established for

the taxiing of aircraft and intended to provide a link
between one part of the aerodrome and another.
These include the following:
Aircraft stand A portion of an apron designated asa

Taxi Lane taxiway and intended to provide
access to aircraft stands only;
Apron taxiway A portion of a taxiway system located
ed
on an apron and intended to provide
a through taxi route across the
t
apron;
in
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Rapid exit taxiway A taxiway connected to a run way at
an acute angle and designed to allow
or
landing aircraft to turn off at higher
speeds than are achieved on other
d
exit taxiways thereby minimizing
de
runway occupancy times.
oa
Terminal control area A control area normally established at the
(TMA) confluence of ATS routes in the vicinity of one or
nl
more major aerodromes.

ow
Threshold The beginning of that portion of the runway usable

for landing.
d
Touchdown The point where the nominal glide path intercepts

if
the runway.
d
Track The projection on the earth’s surface of the path of an

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aircraft, the direction of which path at any point is

usually expressed in degrees from North (true,
tro
magnetic or grid).
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Transition altitude The altitude at or below which the vertical position of

an aircraft is controlled by reference to altitudes.
nc
Transition layer The airspace between the transition altitude and the
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transition level.
Transition level The lowest flight level available for use above the
transition altitude.
Transmissometer An instrument used for assessment of Runway

Visual Range (RVR).
Preface
Variant Variant A variant is an aircraft or a group of aircraft with the

same characteristics that have pertinent differences
from a base aircraft.
Vertical visibility The vertical visual range into an obscuring

medium.
Visibility The ability, as determined by atmospheric
ed
conditions and expressed in units of distance, to see
and identify prominent unlighted objects by day and
t
prominent lighted objects by night.
in
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Visual approach An approach by an IFR flight when either part or
all of an instrument approach procedure is not
completed and the approach is executed in visual
or
reference to terrain.
d
Visual Meteorological Meteorological conditions expressed in terms of
Conditions (VMC)
de
visibility, distance from cloud, and ceiling, equal to or
better than specified minima.
oa
nl
VOLMET broadcast Routine broadcast of meteorological information

ow
for aircraft in flight..

d
if
Waypoint A specified geographical location used to define

d
an area navigation route or the flight path of an aircraft

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employing area navigation. Waypoints are identified as

either:
tro
A flight officer who holds a position as a copilot for

more than4 years, holds an Airline Transport Pilot
on
License (ATPL) and passed the requirement program

from Pilot Administration Department.
nc
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Fly-by waypoint A waypoint which requires turn

anticipation to allow tang enti all
interception of the next segment
of a route or procedure; or
Flyover waypoint A waypoint which requires turn
anticipation to allow tang enti all
interception of the next segment
of a route or procedure; or
A waypoint at which a turn is initiated in other

to join the next segment of a route or
procedure.
Preface
SYSTEM OF AMENDMENT AND REVISION
The OM Part A, B, C & D its amendments and revisions are published

and issued by the Flight Documentation Management Director is
responsible for its contents, and for keeping the instructions and
information up-to-date. He submits to the Authority with intended
amendments and revisions for the approval in consultation with VP (OS)
Each holder of the OM and each person responsible for the copy of the
OM in his keeping (e.g. an office copy being a source of reference for
himself and others) shall revise the manual at the time specified with the
ed
amendment and complete the Record of Revision (ROR) of the OM.
Handwritten amendments are permissible only in situations requiring
t
immediate revision in the interest of safety; they shall by initiated and
in
put into force by a circular of the VP (OS) or his representative. They
pr
shall be followed by a formal amendment as soon as practicable and the
Authority shall be informed immediately.
or
The OM is divided into sections, which are broken down into chapters.
In the upper right corner, each manual page bears an content reference,
d
consisting of a chapter numerals indicating the section number and the
de
consecutive page number in that section; in the bottom left corner, it
shows the revision number and the revision date; and on the left shown
oa
page No. The top right upper corner indicates the name of the manual
(Operations Manual) and the top left upper corner the logo of the airline
nl
(NOK). The bottom middle indicates the name of the company.

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With each normal amendment an updated “List of Effective Pages”

(which forms part of the OM) shall be issued, which will enable the user
d
to check whether his manual is up-to-date.

if
In order to identify any change, additions or deletions, a vertical line shall

be used to outline revised or newly published paragraphs on the pages.
d
In addition, a “Revision Highlight” will be provided, identifying the revised

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pages and briefly describing the reason for their revision. Personnel are
required to carefully take note of the change.
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When it becomes necessary to effect changes to the OM at very short

on
notice or to effect changes limited to a defined period of time, a

“Temporary Revision” will be published either in the form of a revised
nc
reprint of the effected page on yellow paper or by a circular issued by

the appropriate department. Temporary Revisions shall be brought to
U
the attention of the Authority immediately and, unless limited to a defined

period of time, be followed by a normal amendment as soon as
practicable.
Preface
The OM, its applicable parts and the amendments shall be distributed
as expeditiously as possible through the Flight Documentation
Management Section of Flight Operations. Crewmembers will collect
this material from Documentation Control Section during any working
day. A distribution list for the various parts of the Operations Manual
is maintained by the Documentation Control Section together with a
record of crewmembers‟ acknowledgements for incorporation of
revisions.
Periodic review of the OM shall be conducted annually or earlier if
ed
required by exigencies for required updates/amendments and shall be
under supervision by Flight Documentation Management Director and
t
his designated officials.
in
A temporary revision shall be recorded, The page(s) affected shall be
pr
entered in the “Record of Revision”.
or
When an amendment concerns any provision or procedure, which
must be approved by the CAAT, such approval has to be obtained
before the amendment becomes effective. Only when immediate
d
amendments or revisions are required in the interest of safety, may
de
they be published and applied immediately provided that an approval
required has been applied for. The approval process shall be under
oa
supervision by Flight Documentation Management Director.
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Preface
Applicability and Conditions of Use

This manual shall be effective from the date of acceptance/approval by the CAAT and
is the property of Nok Airlines (herein after refer as “NOK”).
All NOK Staff, contractors/sub-contractors shall be familiar with the contents of this
manual, at least those pertain to their duties, and, adhere at all times to the policies,
processes and procedures laid down in this manual.
Any deviations should be reported to the Head of Flight Operations (herein after refer
as “OS”) and the reasons for such deviation shall be given.
All controlled copy(ies) assigned to individual position(s), section(s) or station(s) is on
ed
loan basis. If, for any reason, the position(s), section(s) or station(s) is abolished from
NOK, the respective copy(ies) of the manual must be returned to, Corporate
t
in
Quality,Safety, Security, Evironment and Support Department (PV). In the event of a
change in title Corporate Quality of the position(s) or section(s), the department
pr
concerned shall promptly inform PV.
NOTE: ALL INFORMATION CONTAINED HEREIN IS FOR INTERNAL USE ONLY.
or
None of this information shall be divulged to persons other than NOK employees and
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contractors authorized by the nature of their duties to receive such information, or
de
individuals or organizations authorized by NOK in accordance with existing policy
regarding release of company information.
oa
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Preface
Control of Manual
This Operations Manual (OM) is issued on the authority of the Company and OS. The
latter will authorize all amendments to it, as required by CAAT.
The NOK documentation system is developed to ensure full alignment of company

manuals. All department manuals must follow the policies/regulations/procedures set
forth in the Flight Safety Documentation System (FSDS)
The contents of this OM shall not be altered in any way, reproduced, stored in a
ed
retrieval system or transmitted in part or whole in any form, by any means (electronic,
mechanical, photocopying or otherwise), without the express written consent of
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QSSES.
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Flight Documentations Management Director (OD) shall retain a secure, archived copy
or
of the OM for a minimum of at least one back dated revision/issue.
d
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All documents in electronic devices which are not approved EFB shall not be used in
flight operation.
oa
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Preface
Review, Revision and Approval Process

This manual shall be reviewed and updated once a year or as necessary. OD shall
ensure the information provided in this manual is updated and current. OD shall
identify the need for updates, by means of effective auditing, consultation with relevant
departments and continuous review of the regulatory and quality requirements.
OD shall format the manual pages to include the changes, obtain approval from PO
and submit the revised manual pages to CAAT for acceptance.
For Revision and Approval process, please refer Flight Safety Documentation System
(FSDS) Handbook.
t ed
The following are revision control requirements;
in
Revised content of this manual shall be identified with a ‘revision bar’
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(line drawn on the left side of the page) where changes are made.
Any page that carries an amendment must bear the new revision date.
or
This manual and any subsequent revisions to this manual shall only
d
be executed upon consultation with and concurrence from OD.
de
A Letter of Transmittal will be issued together with the revised pages
shall contain the instructions on updating the manuals.
oa
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Preface
Dissemination and Transmission

The dissemination and transmission of this manual shall be communicated by QSSES
to all senior management and departments if listed in the controlled distribution list.
Controlled hard copies of this manual shall be distributed to the recipients listed in the
Controlled Distribution List:
Any additional request of controlled hard copies of this manual shall be made in writing
to OD.
All NOK staff will have access to an electronic copy of the manual.
ed
Change Request
t
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Any individual or departmental seeking improvements or changes to the contents of this
pr
manual, shall fill in the document amendment request form. Please refer the Flight
Safety Documentation System (FSDS) Handbook for more details.
or
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Preface
Manual List
The following manuals contain procedures related to NOK operation.

QAM Quality Assurance Manual
The QAM is a management tool to ensure that all fuctions within NOK
effectively coordinate their activities for quality assurance.
SMM Safety Management Manual
The SMM contains the safety policy and principles of Safety
Management System in NOK Department.
ed
SEM Security Manual
t
The SEM is a written security program contains security policy, roles,
in
responsibilities, and procedures for maintaining an effective security
pr
program at every station to which NOK operates flights. A copy of the
SEM must be readily available at stations for use in case of security
or
threats and acts of unlawful interference, i.e. bomb threats, hi-jacking,
etc.
d
EM Emergency Manual
de
The EM defines roles, responsibilities, and procedures to facilitate
corporate response to an operational emergency including an in-flight
oa
emergency alert or distress, an aircraft ground incident & evacuation,
and an aircraft accident. The EM contains roles, responsibilities, and
nl
procedures to be followed by each response unit in the event of an

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emergency situation to guide effective internal planning by each function

concerned to ensure prompt, effective, coordinated response to
minimize negative effects of the occurrence.
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OM Operation Manual
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The OM contains Policy, Regulations and Instruction/Procedures that

d
govern the flight operation under the responsibility of NOK. AFM

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Airplane Flight Manual An AFM is a book containing the information

required to operate the aircraft. A typical flight manual will contain the
tro
following: limitations, operating procedures, performance.

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FCOM Flight Crew Operating Manual / AOM Aircraft Operating Manual/

QRH Quick reference handbook
nc
The FCOM/AOM/QRH contains information and instructions for flight

crew for the safe operation of the aircraft.
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MEL Minimum Equipment List

The MEL is based upon the MMEL (Master Minimum Equipment List).
MMEL is defined on a per aircraft model basis. Initial issue of the MEL
& its subsequent revisions will be approved by competent authority.
FTM Flight Trainning Manual
The FTM is a guidebook for various phases of training, providing
relevant information supplementing the AOM, and JEPPESEN charts.
Preface
FDM Flight Dispatch Manual

The FDM contains information and procedures for flight crew and
dispatchers to calculate the take-off and landing weights of the aircraft
and the load for the safe performance and operation of the aircraft.
CCM Cabin Crew Manual
The CCM contains information and instructions for cabin crew for the
operation of specific systems within the cabin of the aircraft.
CCTM Cabin Crew Trainning Manual
The Cabin Crew Traning Manual (CCTM) contains the standards,
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policies, procedures and cabin crew training guidelines according to the
Thai Air Operator Certificate Requirements (AOCR) and approved by
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The Civil Aviation Authority of Thailand (CAAT)
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GMM General Maintenance Manual
The GMM contains the policy and principles of the quality management
or
system of NOK Technical Department. It also defines roles,
responsibilities, and authority in regard to managing, performing, and
d
overseeing work affecting airworthiness, safety, quality, and the
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effective implementation of the quality system.MS Maintenance
Schedule The MS contains all the MRB requirements together with the
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mandatory scheduled maintenance requirements for NOK aircraft.
GOM Ground Operations Manual
nl
The GOM define the scope of the quality system, organization, and
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responsibilities for ground customer and ground equipment services. It is

the central manual of ground services, supported by other more specific
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manuals, controlling all ground customer and ground service activities.

Also, contains policy and procedures related to ramp operations and
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handling services.
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LCP Load Control Procedures

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The LCP contains procedures and instructions for calculating,

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balancing, handling, and controlling the various types of loads on the

aircraft.
on
COM Cargo Operations Manual

nc
The COM contains procedures, instructions, and regulations for the

acceptance and handling of cargo loads for NOK Air Operator Certificate
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and Ops Specs.

TTM Technical Training Manual
The TTM contained training program are required for Tehnical
personnel or in some instance for new employed Technical personnel
prior to being allowed work on NOK aircraft.
FDTM Flight Dispatch Training Manual
The FDTM contains procedures, instructions for conduct training for
Flight Dispatcher as required by company and CAAT.
Preface
MPM Maintenance Procedure Manual

The MPM is a guideline for the maintenance personnel (LAE and ACM)
to perform aircraft maintenance work process in order to comply with
the Regulatory Authorities, Manufacturer’s and Compnay’s
Requirements.
FPPM Flight Planning and Performance Manual
The FPPM is to provide completed operational performance data
reference including dispatch and inflight performance data applicable to
a specific airframe engine rating and regulatory agency.
ed
FCTM Flight Crew Training Manual
The FCTM is to provides information and recommendations on
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maneuvers and techniques.
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GWC Gross Weigh Chart.
The GWC contains information which permits the crew to calculate the
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takeoff and landing performance for the aircraft. When taking off or
landing form/on an airport not included in the GWC. The takeoff/landing
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performance must be calculated from the FCOM
SOP Standard Operating Procedure
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The SOP is to provide a flight crew with a step by step guide to
effectively and safely carried out operation
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GTM Ground Training Manual

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The GTM is prepared with an objective to establish the highest of

standard and proficiency when it comes to safety, security and service.
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The GTM is accurately reflects the operational policies, regulations

procedures. The program shall contain all mandatory training subject,
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practical training and lectures in order to produce competent ground

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services member to conduct their safety related duties and

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responsibilities.
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Chapter 0
Policy
POLICY
NOK QUALITY, SAFETY AND SECURITY POLICY
Nok Air will comply with legislative and regulatory requirements of The Civil
Aviation Authority of Thailand (CAAT). We have developed company
standards which aim to promote and ensure the highest standards of
quality, safety, and security. We are committed in providing all the
necessary resources and expense support for employee training as well as
safety management to implement this policy, with the intent of eliminating
potential threats that affect safety. Through proactive identification and
ed
management of hazards and associated risks, we seek to protect our
customers and employees against any injury, danger, threats, or damage
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to any life or property.
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Nok Air has developed and promoted Safety Culture and Reporting Culture
within the organization. A "Just Culture", which recognizes Human Factors
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and a Non-Punitive Policy, is the framework of our Safety Management
System, unless such errors resulted from illegal activities, willful
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misconduct, or violations of standard operating procedures, policies, or
regulations. de
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In ensuring the safety, security, and efficiency of Nok Air’s resources,
social, community and environmental operations, this policy shall be
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implemented and adhered by all employees. All processes shall be

planned, collected data, analyzed, controlled, monitored and documented
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with preventive action in place to mitigate the effects of any incident or

accident. These processes are to be periodically evaluated against
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company and regulatory requirements, and promoted internally as to

maximize the quality and effectiveness of overall Nok Air’s operations,
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which leads to sustainable operation and development.

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All employees have access to the CEO for all quality, safety, and security
concerns, as the ultimate responsibility and accountability of Nok Air’s
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performance in these areas rests with me as the Chief Executive Office

(CEO).
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Your attention and cooperation will be greatly appreciated

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Announced on _____10 SEP 2019_____
Wutthiphum Jurangkool
Chief Executive Officer and Accountable Executive
Issue 3, Revision 0, 11 NOV 2019 Nok Airlines Public Company Limited 0-1
Chapter 0
Policy
NON-PUNITIVE SAFETY REPORTING POLICY
NOK fully recognizes the need to establish a safety and security culture
that meets the highest corporate and industrial standards. In order to
accomplish this target, a willingness to immediately address and remedy
all operational shortcomings is essential. Staff must assist by providing a
comprehensive report of all incidents that could jeopardize safety of
customers, passengers, staff or operations. All safety issues must be
reported without any exception. The company encourages all staff to report
with openness on safety issues to the fullest extent.
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The company will not apportion blame to any individual reporting mishaps,
operational incidents or other risk exposures, including those where they
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themselves may have committed breaches of standard operating
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procedures contributed by errors. However, this does not include willful
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violation of standard operating procedures or recklessness and negligence.
The only exception to this general non-punitive policy relates to the
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following serious failure of staff members to act responsibly, thereby
creating or worsening risk exposures:
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Premeditated or intentional acts that cause harm to personnel or
damage to equipment/property;
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Actions or decisions involving a reckless disregard to the safety and
precaution issues which affect the safety of our customers and our
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fellow employees or the economic welfare of the company

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Failure to report safety incidents or risk exposures as required by

standard operating procedures and/or this policy
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This non-punitive reporting policy helps maintain the benefit of a learning

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culture while balancing the need to retain personal accountability and

discipline.
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Chapter 0
Policy
POLICY ON THE TRANSPORT OF DANGEROUS GOODS
Nok Air has authorized to carry only Dangerous goods that approved by
CAAT in Permission to Send or Carry Dangerous Goods on board aircraft.
Nok Air is obliged to act in accordance with the applicable and current IATA
Dangerous Goods Regulation (DGR) with respect to transport of
Dangerous Goods by the Corporation, any relevant national and
recognized international regulations, ICAO Annexes and regulations, DGR
General Rules, CAAT AOCR, Cargo Manual, Ground Operations Manual,
Dangerous Goods Manual shall also be taken into account, in addition to
implementation of applicable IATA Dangerous Goods Regulations. No
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dangerous goods or substances shall be accepted for transport unless
otherwise provided in IATA DGR, EASA, other national/international
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regulations and Corporation regulations. In case of any suspicions about
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the content of the goods requested to be transported, the transport process
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must be suspended until the issue is fully clarified1
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The lack of awareness and knowledge in the handling of Dangerous
Goods by air is a growing concern of all airlines and Nok Air is no
exception. Current edition of IATA Dangerous Goods Regulation, the
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ICAO Technical Instructions for Safe Transport of Dangerous Goods
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by Air (Technical Instructions) or equivalent documentation is
accessible at each location where the ground handing operations are
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conducted for the staff reference, it is essential that staff should
comply with the instruction in the current edition of the Regulations.
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Therefore, carriage of Dangerous Goods in breach of IATA

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Dangerous Goods Regulations not only jeopardizes the safety of the

aircraft, passengers, crew and ground staff but is also a criminal
offence for which Nok Air shipper or agent responsible can be
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prosecuted.
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Nok Air permits to transport dangerous goods Class 1.4S, 2.2, 3, 5.1,
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6.2, 8, 9 and all COMAT on passenger aircraft in accordance with

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IATA Dangerous Goods Regulations.

Class 1 – When carriage is allowed by the operator, cartridges for
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weapons, (UN0012 andUN0014 only) in division 1.4S, providing they

are for that person’s own use, they are securely boxed and in
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quantities not exceeding 5 kg gross mass and they are in checked

baggage. Cartridges with explosive or incendiary projectiles are not
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permitted. Allowances for more than one person must not be

combined into one or more packages;
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Note: Division 1.4S is a classification assigned to an explosive. It

refers to cartridges which are packed or designed so that any
dangerous effects from the accidental functioning of one or more
cartridges in a package are confined within the package unless it has
been degraded by fire, when the dangerous effects are limited to the
extent that they do not hinder firefighting or other emergency response
1 OM-A Chapter 9, Clause 9.1
Chapter 0
Policy
efforts in the immediate vicinity of the package. Cartridges for sporting

use are likely to be within Division 1.4S.
The articles and substance that are forbidden unless exempted by the
States concerned for transport by air shall not be accepted for
carriage.
Transport of Dangerous Goods by Post
The Universal Postal Union Convention forbids the carriage of
dangerous goods in mail except as permitted in 2.4.2. Appropriate
national authorities should ensure that the provisions of the UPU
Convention are complied with in relation to the transport of dangerous
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goods by air.
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The dangerous goods listed in this subsection may be accepted in
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mail for air carriage subject to the provisions of the appropriate
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national authorities concerned and the parts of these Regulations
which relate to such materials:
or
(i) Infectious substances, assigned to Biological substance,
Category B (UN 3373) only, when packed in accordance with
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the requirements of Packing Instruction 650 and carbon
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dioxide, solid (dry ice) when used as a refrigerant for infectious
substances (UN 3373);
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(ii) Patient specimens as defined in 3.6.2.1.4 provided that they are
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classified, packed and marked as required by 3.6.2.2.3.8(a) to

(d);
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(iii) Lithium ion batteries contained in equipment (UN 3481) meeting

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the provisions of Section II of Packing Instruction 967. No more

than four cells or two batteries may be mailed in any single
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package; and
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(iv) Lithium metal batteries contained in equipment (UN 3091)

meeting the provisions of Section II of Packing Instruction 970.
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No more than four cells or two batteries may be mailed in any

single package.
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Note:
1. The procedures of designated Thailand postal operators
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(THAIPOST) for controlling the introduction of dangerous goods

in mail into air transport are subject to review and approval by the
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civil aviation authority of Thailand (CAAT) where the mail is

accepted.
2. THAIPOST must have received specific approval from CAAT

before the THAIPOST can introduce the acceptance of lithium
batteries
Used camping stoves (fuel or gas) will not be accepted for carriage in
baggage, even if thoroughly cleaned (Ref. DGR 2.3.2.5)
Chapter 0
Policy
Small gaseous oxygen (oxygen compressed UN 1072) or air cylinders

required for medical use are not permitted in passenger checked or
carry-on baggage.
Mercury barometer will not be accepted for carriage as carry-on
baggage (Ref DGR 2.3.3.1).
Chemical Agent Monitoring Equipment contain radioactive material
will not be accepted for carriage (Ref DGR 2.3.4.4)
Hazardous waste as defined by any regulation will not be accepted for
carriage (Ref DGR PI 622 and 8.1.3.4)
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Salvage packaging will not be accepted for carriage (Ref DGR 5.0.1.6,
6.0.6, 6.7, 7.1.4.3 and 7.2.3.10)
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Dangerous Goods in consolidation will not be accepted for carriage
(Ref DGR 1.3.3, 8.1.2.4, 9.1.8 and 10.8.1.5)
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The shipper must provide a 24hrs emergency telephone number of a
person/agency who is knowledgeable of the hazards characteristics
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and the actions to be taken in case of an accident or incident
concerning each of dangerous goods being transported. This
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telephone number, including the country and/or area code, preceded
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by the words “Emergency contact” or “24hours number” must be
inserted in the “Additional Handing information” box of the DGD.
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The DGM Committee shall follow up the legislation which constitutes
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the contents of Dangerous Goods Manual, and shall review any

amendments to its scope as well as any requests/determinations
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submitted by its users on quarterly basis. In line with the current

edition of IATA Dangerous Goods Regulation (DGR), in case of a
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part/section that needs to be amended, to which parts of Dangerous

Goods Manual the amendments are to be applied, shall be
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determined; and such amendments shall be made in accordance with

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the (Dangerous Substances) systematics and terminology of

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Dangerous Goods Manual, and it shall be distributed to the users in

paper format.
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Dangerous Goods Manual shall not be subjected to the approval

procedure and distributed upon every amendment; it case of an
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immediate amendment, such amendment shall be announced to the

concerned personnel through bulletins, procedures, instructions etc.
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against signature
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Chapter 0
Policy
Conducting Operations In Compliance With Regulations and

Procedures
It is a NOK policy for all personnel throughout the organization to comply
with the applicable laws, regulations and procedures in all locations where
operations are conducted.
Safety Objectives
Senior Management’s commitment to Safety.
Identify and minimise risk and hazardous conditions.
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Minimise all types of accident and incidents.
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Provide a safety work environment for all personnel.
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Ensure compliance with regulatory and company standards.
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Conduct an effective Flight Data Analysis Program (FDAP).
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Provide SMS education and training to all Operation staff.
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Disseminate safety information and learnings to all staff.
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Maintain an effective crisis and contingency management capability.

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Identify and manage safety risks.

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Create safety culture where the attitudes, beliefs, perceptions and

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values that employees share in relation to safety.

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Improve the effectiveness of the safety management system through

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an annual safety audit that reviews all aspects of the SMS

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Chapter 0
Policy
NOK BASIC SAFETY PRINCIPLES
All accidents and serious incidents are preventable.
To achieve this, everyone must strive to do the right thing first, first
time every time, all the time.
Line management is directly responsible for safety.
Line management can never abdicate its safety responsibility.
Every employee must assume responsibility for working safely.
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It is for their protection and for the protection of all others working
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with them.
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Open communications and just culture are key to uncovering
hazards and unsafe practices for improvement.
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Everyone is encouraged to report any hazard or incident that has
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compromised or has the potential to compromise the safety at work,
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and to make suggestions to remove such hazards or to prevent a
recurrence. This must occur in an environment of Just Culture.
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Just Culture
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Will create an atmosphere of trust in which people are encouraged,

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and even rewarded, for providing essential safety-related

information, but in which it is also clear about where the line must be
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drawn between acceptable and unacceptable behaviour.

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Each employee’s personal work environment must be

maintained at safe exposure level.
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All deficiencies must be corrected promptly. This should be achieved

through modifying facilities, changing procedures, improving training
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or counselling constructively and consistently.

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Training is an essential for safety.

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Safety awareness does not come naturally - people must be properly

trained and motivated to prevent accidents and injuries.
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It is essential to investigate.
Once reported, all accidents, hazards, unsafe practices and

incidents with injury potential, as well as all injuries incurred, must
be investigated. Primary and secondary causes must be identified,
and solutions proposed and communicated broadly throughout the
organization while bearing in mind the need for confidentiality
Chapter 0
Policy
Safety audits must be conducted.
Audit is an essential part of risk management to identify, evaluate

and control risks associated with our processes, activities and work
environment. This should be positive, not negative and build
knowledge about hazards and unsafe practices occurring within the
workplace.
Off the job safety is an important part of the safety effort
The company’s care for employees, particularly their safety and
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health, extends beyond the workplace. An off the job injury is just as
painful as the one suffered on the job. Supervisors and management
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must pay full attention to it.
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Safety is good business.
Accidents, incidents, serious illnesses and injuries involve
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tremendous costs, both direct and indirect. However the highest cost
is human suffering.
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Chapter 0
Policy
SAFETY MANAGEMENT SYSTEM REGULATORY

REQUIREMENTS
In conjunction with the safety principles incorporated in the safety policy,
NOK will make all efforts to meet ICAO Annexes, ICAO Safety
Management Manual (ICAO SMM) Document 9859, IATA (IOSA) and
CAAT requirements and to ensure continuous improvements in safety. The
establishment of the SMS includes the following objectives:-
Identification of safety hazards, assessing, managing and mitigating

risk;
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Ensuring remedial actions are implemented to control risk and
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ensure an acceptable level of safety is maintained;
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Continuous monitoring and assessment of the safety performance
achieved;
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Continuous improvement to the overall level of safety and;
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Safety Promotion and Safety Training.
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The SMS formulated by NOK clearly defines lines of safety accountability
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throughout the organization, including direct safety accountability on the
part of senior management.
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Scope of NOK’s SMS

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The Safety Management System (SMS) is a systematic, explicit and

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proactive process for managing safety that integrates operations and

technical systems with financial and human resource management to
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achieve safe operations with as low as reasonably practicable risk. It is an

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integrated system which includes the people, procedures, practices and

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technology needed to monitor and improve the safety of the aviation

system.
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The SMS is systematic in that safety management activities are carried

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out in accordance with a pre-determined plan, and applied in a consistent

manner throughout the organization. It is proactive by taking an approach
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that emphasizes prevention, through hazards identification and risk control

and mitigation measures, before events that affect safety occur. It is also
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explicit, in that all safety management activities are documented, visible

and performed as an essential component of management activities.
The primary reason for having an SMS is to improve existing levels of

safety, i.e., the reduction of accidents and incidents, through a systemic
process of hazard and risk management
The management of safety is defined as “the management of risk to an

acceptable level” and NOK defines that level as being “as low as is
reasonably practicable”.
Chapter 0
Policy
NOK’s SMS is distributed across operational departments, primarily Flight

Operations, Onboard Experience (cabin services), Technical and Ground
Services (ground & cargo services). With the incorporation of certain SMS
components into the respective Operational departments, references shall
be made to NOK’s Safety Management Manual (SMM) for effective
integration.
The framework of NOK’s SMS comprises the following four core

components containing twelve elements:-
Safety Policy and Objectives
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(i) Management commitment and responsibility;
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(ii) Safety accountability of managers;
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(iii) Appointment of key safety personnel;
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(iv) Emergency response planning;
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(v) Documentation and record.
Safety Risk Management
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(i) Hazard identification processes; de
(ii) Risk assessment and mitigation processes.
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Safety Assurance
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(i) Safety performance monitoring and measurement;
(ii) Management of change;

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(i) Continuous improvement of the SMS.

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Safety Promotion
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(i) Training and education;

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(i) Safety communication.

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All staff shall comply and support SMS to ensure it is properly and
effectively managed.
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Chapter 0
Policy
NOK SAFETY CULTURE
Culture is the values, beliefs, assumptions and behaviours that distinguish

NOK from other airlines or organisations. Just as national culture influences
how we think, talk and behave, our safety culture (or safety ethos) influences
how we think, talk and behave about safety. Safety is part of our culture; it
is the way we do our jobs and conduct our business.
Safety culture is set at the top of the organisation. ‘Safety’ is a part of our
Company Visions and Core Values. Safety forms the basis of all sound
decisions and actions. Success in our safety performance will be greatly
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enhanced by our strong safety culture. It is the safety culture of the
organisation that underpins the SMS and is crucial to its success.
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Our safety culture is comprised of several components:
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Just Culture – NOK encourages an environment of trust in which
people are encouraged to provide essential safety-related
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information, but in which they are also clear about the difference
between acceptable and unacceptable behaviour. A Just Culture
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involves balancing both system and individual accountability.
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Reporting Culture – NOK encourages open reporting on all safety and
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security issues. All employees are encouraged to raise safety
concerns and take the initiative to report hazards, threats and errors.
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When safety concerns are reported, they are analysed to enable

appropriate and timely safety actions to be taken.
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Learning Culture – We will learn from our own mistakes and those
made by others. Employees are provided with timely information on
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safety issues and incident outcomes so that everyone learns the

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lessons and can develop and apply their own skills and knowledge to
enhance safety.
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Informed Culture – All employees should understand the threats,

hazards and risks involved in their operation and work continuously to
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identify and overcome threats to safety. We will apply appropriate risk

management systems and processes as part of our decision making
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and will appraise new systems and procedures for any safety
implications, so we can identify and manage potential hazards, threats
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and any risks.

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NOK recognises the importance of developing and maintaining a positive

safety culture within the organization and its contractors. The Management
of NOK fosters a positive safety culture by:
Communicating to all personnel, through newsletter and meetings,

the importance of good safety performance in ensuring the
continuing safe operation for NOK operations.
Ensuring human factors issues are identified and addressed in risk

assessments and by developing risk controls and operational
procedures.
Chapter 0
Policy
Ensuring all relevant personnel are actively involved and consulted

during risk assessments, the development of operational procedures
and the review of procedures and systems.
Promoting open communication among all members, no matter what

role they play
Ensuring personnel are encouraged to report safety problems,

errors and occurrences.
Ensuring that reported problems, errors and occurrences are dealt
ed
with fairly and justly.
Acknowledging personnel who demonstrate initiative in identifying
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and promoting safety improvements.
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Chapter 1
Organization, Duty and Responsibility
1 ORGANIZATION, DUTY AND RESPONSIBILITY
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Corporate Organization
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NOK Organization Chart
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Figure 1-1 NOK Organization Chart
Chapter 1
Accountable Manager / Chief Executive Officer (CEO)

The Chief Executive Officer (PA) is the Accountable Executive, who has
credentials acceptable to the authority, has the overall corporate authority
and responsibility to allocate resources of the airline as needed to ensure
that all operations and maintenance activities are properly financed and
carried out to meet or exceed standards set by authorities and by our
company.
PA is therefore responsible for:
Ultimate responsibility and accountability for the safety of the entire
operation together with the implementation and maintenance of the
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SMS
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Ensuring the SMS is properly implemented in all area of the
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organization and performing in accordance with specified
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requirements
Ensuring the allocation of resources necessary to manage safety risks
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and security threats to aircraft operations
Having overall responsibility and is accountable for ensuring
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operations are conducted in accordance conditions and restrictions of
the Air Operator Certificate (AOC)
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Establishing quality, safety and security quality objectives, goals and
performance indicators
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Communicating with visible endorsement the quality, safety and

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security policy, objectives and goals to all staff

Conduct a yearly Safety Management System assessment to identify
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further improvement needed

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Communicating to the organization the importance of meeting

customer as well as statutory and regulatory requirements
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Ensuring availability of resources

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Chapter 1
Personnel Management
The CEO (Accountable Executive), taking into consideration the complexity
and nature of the operations, has nominated the following persons for the
Authority’s acceptance.
Vice President, Corporate Quality, Safety, Security, Environment
and Support (PV): Refer to AOCR as Head of Safety and Head of
Quality for Operations and Maintenance, he/she shall have
operational experience working in an airline or equivalent organization
on aviation quality, safety, security management, and he/she should
have sound technical background to understand the systems that
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support operations or the product/service provided.
Vice President, Flight Operations (OS): Refer to AOCR as Head of
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Flight Operations and Chief Pilot, he/she shall has relevant
qualifications and management experience working in an airline or
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equivalent organization. He/she hold an ATPL and appropriate ratings
for at least one of the aircraft used by NOK.
or
Vice President, Flight Crew Training (OX): Refer to AOCR as Head
of Training, he/she shall holdan ATPL and appropriate rating for at
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least one of the aircraft used by NOK with a preferred 10 years or
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more to being PIC under ATPL.
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Technical Managing Director (PT): Refer to AOCR as Head of
Engineering and Head of Miantenance; he/she shall has experience
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working in an engineering capacity in an airline or equivalent

organization. He/She shall ensure that all maintenance is complete,
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all mandatory inspections and modifications that are due have been
complied with, all defects have been rectified or deferred in
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accordance with company procedures and that all necessary

Certificates of Release to Service have been issued. it should be
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performed annually. In addition, he/she shall approve maintenance

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schedule and check control system, the mandatory

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inspection/modification control system, the defect control system, all

technical records including worksheets, and to aircraft defects. In the
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case of computer controlled record access must likewise be provided.

Quality Manager of Maintenance (TQ): Refer to AOCR as Quality
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Manager of Maintenance, he/she shall perform Quality Control and

Assurance management. Quality control audit records must be
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available to the maintenance review signatory on request relative to

the aircraft being cleared such that he/she may discharge his/her
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responsibilities under the Thailand Regulatory Requirement.

Vice President, Ground Services (OC): Refer to AOCR as Head of
Ground Handling he/she shall has experience or knowledge in ground
handling services.
Note: A list of all NOK job qualification requirement is maintained at People
Department. (PH)
Chapter 1
Personnel
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Management Function Name Telephone E-mail
(AOCR)
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Accountable Executive The Chief Executive Mr. Wutthiphum Jurangkool Office : (+66) 2627 2011 Wutthiphum@nokair.com
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Officer (CEO)
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VP, Corporate
Head of Safety and
Quality, Safety, Capt. Chayawat Yodmanee
Quality for Office : (+66) 2627 2062 Chayawat.yod@nokair.com
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Security, (Acting PV)
Operations
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Environment and
Support (PV)
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Head of Flight VP, Flight
Operations and Chief Capt. Damras Wisessuwan Office : (+66) 2627 2742 Damras.wis@nokair.com
Operations (OS)
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Pilot
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Head of Training VP, Flight Crew
Capt. Suthee Chulajata Office : (+66) 2627 2316 Suthee.chu@nokair.com
Training (OX)
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Head of Ground VP, Ground Services
Handling (OC)
ifMr. Kosol Onnuam Office : (+66) 2627 2081 Kosol.onn@nokair.com
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Head of Engineering Technical Managing

and Head of Mr. Loet Vudhijaya Office : (+66) 2627 2052 Loet.vud@nokair.com
Director (PT)
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Maintenance
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Maintenance Quality Mr. Anake Ngernprasertsiri

Head of Quality Management Director
for Maintenance (Acting TQ) Office : (+66) 2627 2064 Anake.nge@nokair.com
(TQ)
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Figure 1-2 Personnel Management
Chapter 1
Department Heads
General Responsibilities
The heads of the various operational departments of NOK shall:
(i) Set safety, security and quality goals.
(ii) Maintain and implement the QMS, SMS and SeMS within their
departments.
(iii) Ensure that authorities and responsibilities are defined,
documented and communicated within their departments,
including all areas critical to the operation.
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(iv) Assign a management representative who, irrespective of other
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responsibilities, has the responsibility and authority to ensure
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that processes and procedures are established, implemented
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and maintained within the department, and to report the need
for improvement of the management system.
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(v) Ensure the delegation of responsibilities for positions that are
critical to operations when principal office holders are absent
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from the workplace. A notification of such delegation of duties
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may be communicated throughout the management system
using email or other suitable communication medium.
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(vi) Ensure the management system processes used for planning
and decision –making in the areas of operations, maintenance
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and security are defined with outcomes and are complied with
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related external sources, regulatory authorities and equipment

manufacturers.
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(vii) Ensure a system that requires operational managers to be

responsible for quality, safety and security outcomes for
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implementing and monitoring quality, safety and security

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activities and processes, and for ensuring ongoing conformity

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with all regulatory requirements, organization standards and

local procedures.
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(viii) Ensure implementation of corrective and preventive actions as

indicated by quality audits, safety investigations, or other
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internal reporting mechanisms.

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(ix) Establish communication processes within the organization that

permit the management system to function effectively.
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(x) Determine, provide and maintain the physical infrastructure and

environment needed to achieve conformity with management
system requirements.
(xi) Ensure that planning and decisions relevant to the operation
take into account safety and security requirements originating
from external sources, such as regulatory agencies and
equipment manufacturers.
Chapter 1
(xii) Assign applicable managers for liaison with regulatory

authorities, original equipment manufacturers and other
operationally relevant external entities.
(xiii) Assume overall authority and responsibility in managing major
operational processes within their respective areas of
responsibility and in coordinating with other departments
concerned in cross-functional activities and processes affecting
their performance.
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Chapter 1
Delegation of Duty
Delegated Responsibilities
In the event a post holder is expected to be absent from the
workplace, to ensure managerial continuity, his/her duties shall be
delegated on the first day of the absence as below:
(i) Absence less than 3 days (or 72 hours), the post holder shall
announce his/her designee/deputy, the effective period, date
and location by e-mail, posting a memorandum or any means
of communication.
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(ii) Absence 3 days or more (more than 72 hours, inclusive), the
post holder shall announce his/her designee/deputy, the
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effective period, date and location by:
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 Company E-mail / Memorandum
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 In the event of unserviceable/ unusable of item 2.1 above:
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- Mobile phone
- Setting Up “Auto-Reply” on personal company’s email
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- Other means of communications
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What to delegate:
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Delegate routine and necessary tasks.
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What not to delegate:

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(i) Do not delegate personnel or confidential matters.

(ii) Do not delegate policy-making.
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(iii) Do not delegate crisis.

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(iv) Do not delegate disciplinary action.

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Chapter 1
Chief Operating Officer (COO/PO)
Responsible for overall success of Safety and Security in the company

operation and all major operational decisions .All the company operation
including Flight Operations (OS), Ground Services (OC), Government
Affair & Schedule Planning (OG) and Technical Department (PT) as well as
Onboard Experience (OJ) are operationally surprised and
overseen by COO/PO through a regular management meeting forum,
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Operation Management Meeting (OMM) chaired by COO/PO.
Plan, organize and control overall operations of Flight Operations
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(OS), Ground Services (OC), Operations Control Center (OG) and
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Technical Department (PT) as well as Onboard Experience (OJ)
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through Operation Management Meeting (OMM), to be compliance
with the company’s target, regulations and policies.
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Establish and supervise all operations and services to satisfy
commercial demands for safe, economical and efficient performance.
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Support coordination with government agencies, state enterprises
and international organizations in matter related to all operations and
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Services.
Supervise all operations and services in order to maintain the
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company’s required qualities and standards.

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Closely follow international aviation developments in order to attain

operational improvement.
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Represent the company externally in issues related to all operations

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Senior Vice President Flight Training& Operations and In-Flight

services (OA)
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On behalf of Chief Operating Officer (PO), OA shall

Lead and direct Flight Operations, VP (OS), Onboard Experience, VP
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(OJ), Flight Crew Training, VP (OX) ,Crew Planning and Movement

Director (OI) and Flight Documentation Management Director (OD) on
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the development, communication and sustainment of an effective

vision, strategy and organizational plan for Operations.
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Establish short- and long-range strategic goals, ensuring company

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policy and standards are applied and adoption of best practices

occurs across the operational departments, aligned and complied with
the regulatory requirements and standards.
Direct the required management systems (SMS, QMS, SEMS etc.)
and provide strong leadership to assure the effective performance of
work throughout Operations, while closely monitor adherence to cost,
schedule and KPIs, and directing timely and effective corrective
actions.
Chapter 1
Oversee all operations and services to satisfy commercial demands

for safe, economical and efficient performance.
Develops strategic partnerships within the organization, with external
executive level management, outside regulatory agencies, vendors,
and/or suppliers in matter related to all operations and services.
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Chapter 1
Flight Operations (OS) Organization
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Flight Operations (OS) Organization Chart
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Figure 1-3 Flight Operations (OS) Organization Chart
Chapter 1
Vice President Flight Operations (OS)

The Vice President Flight Operations (OS) reports directly to the Senior
Vice President Flight Training& Operations and In-Flight services (OA), has
duties and responsibilities to:
Plan, organize and control overall activities of Flight Operations (OV),
Flight Standard & Safety (OK),Flight Technical (OE), Flight Operations
Office (OZ), light Operations Economic (OY) and Quality Assurance
(OQ) be compliance with the company’s targets of Safety, Regulations
and Policies
Establish and supervise flight operations and service to satisfy
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commercial demands for safe, economical and efficient performance
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Support coordination with government agencies, state enterprises
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and in ternational organizations in matter related to flight operations
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and services
Supervise all flight operations and services in order to maintain the
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company’s required qualities and standards
Closely follow Domestic and international aviation developments in
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order to attain operational improvement
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Represent the Company externally in issues related to flight
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operations and services
Deputy Vice President Flight Operations (OS-B)
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The Deputy Vice President Flight Operations (OS) reports directly to Vice
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President Flight Operations (OS):

Deputy Vice President Flight Operations plan, control, organize,
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manage and develop efficient flight operations with the company’s

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target of Safety and perform other duties assigned by OS.

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Reports results of operation problems and advice improvement guide

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line for operations within responsibility to OS.

Flight Technical Director (OE)
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The Flight Technical Director (OE) reports directly to Vice President (OS)
and has the following duties and responsibilities:
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Establish policy, plan and administer all matters related to flight test
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and technical development of all airplane types;

Control and give advice to test pilots on technical matters related to
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flight and ground test of newly purchased/leased airplane including

airplane released after major maintenance program;
Provide full support and coordination in relation to engineering
matters, flight technical requirements, technical operations as well as
safety impact;
Monitoring and providing for an approval of operating Aircrafts
including concerned operations specification;
Chapter 1
Study, analyze, evaluate and follow up on all matters regarding

international development in aviation technology which particularly
related to Flight Operations;
Be in charge of all administrative matters within OE.
Perform other duties as assigned by OS
Pilot Administration Director (OV)

The Pilot Administration Director (OV) reports directly to Vice President
Flight Operations (OS) has duties and responsibilities to:
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Organize, direct and develop overall flight operations activities, both
International and Regional, as well as to exercise overall control in
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order to be in compliance with the Company’s targets of Regulation,
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Policies and Planning
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Establish standardize requirements for all flight operations and related
ground operations and supervise all activities concerned in
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accordance with Company’s standard as well as the regulations from
both local and international authorities with adherence to applicable
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government regulation
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Plan, conduct and control flight operations in a way that satisfies
commercial demands and ensure safe, economical and efficient
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performance of all transport activities and also maintain the
Company’s required quality and standard
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Closely follow international aviation development in respect of flight

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operations and also participate in liaison with the Company’s

authorities and international bodies, in the development of flight
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operations requirement for equipment and performance concerning

safety as well as economy
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Establish, assure and supervise dynamic and economical personnel

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development project to ensure the highest personnel standard in

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every possible way and to maximize personnel utilities

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Be fully responsible for provision, utilization, maintenance and quality

control assurance of all flight operations resources and supports, such
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as personnel equipment as well as document

Provide cooperation and assistance, as required, to function
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concerned within Flight Operations Department

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Perform other duties assigned by OS
Flight Standard Director (OK)

The Flight Standard Director (OK) report directly to Vice President Flight
Operations (OS) has duties and responsibilities to:
Develop and standardize system wide flight operational
documentation in OM and SOP aircraft type.
Responsible to selection of Captain Candidate Evaluation committee
member and participate as Committee member
Chapter 1
Participate in accident investigations and prevention matters, in

cooperation with other functions concerned
Perform Base Release for Captain Candidates and F/O.
Act on OS’s behalf during his absence regarding his duties and
responsibilities  
Flight Operations Quality Control Manager (OQ)
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The Quality Control Manager of Flight Operations (OQ) reports directly to
Vice President Flight Operations (OS) and has duties and responsibilities
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to:
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Audition all operation personnel in all aspect concerned
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Coordination with Department of Civil Aviation for company inspection
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Plan for inspection all company base of operation once a year  
Keep records of station inspection and follow up deflection  
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Perform other duties assigned by OS de
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Flight Operations Office Manager (OZ)
The Flight Operations Office Manager (OZ) reports directly to Vice
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President Flight Operations (OS) and has duties and responsibilities to:
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Handle general crew administration and services with regard to crew

accommodation and transportation while on duties  
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Keep up-to-date personnel data of all staff in OS  

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Provided crew requirements and necessary documents with regard to

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flight duty  
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Establish and update crew procedures for all stations and keep all
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crew informed  of regulation and all necessary information  

Act as liaison regarding all matters concerning pilot license  
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Coordinate with Department of Civil Aviation to ensure smooth

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operation concerning  pilot training  

In coordination with functions concerned, analyze, plan and promote
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efficient  measures in carrying out recruitment procedure of flight crew

whenever needed  and in accordance with the Company’s
requirement  
Perform other duties assigned by OS 
Chapter 1
Flight Operations Economic Manager (OY)

The Flight Operations Economic Manage reports directly to The Vice
President Flight Operations (OS) and has duties and responsibilities to:  
Handle budget for OS & Performed other duties a
Responsible for general administration and budget with in OS
Coordinate with Company’s administration departments in order to
formulate and  control exercise of Flight Operations to be in
compliance with the Company’s  regulation and policies.
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Cooperate with The Department of Civil Aviation & Coordination to all
function  concerned for OS 
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AUTHORITY, DUTIES AND RESPONSIBILITIES OF PILOT-IN-
or
COMMAND
Authority The P-i-C shall whether manipulating the controls or not be
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responsible for the operation of the aircraft in accordance with the
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rules, methods and procedures prescribed in the Flight Operations
Manual.
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The P-i-C of each flight has authority to discharge all his statutory and
company responsibility for the operation, the disposition and safety of
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the aircraft and the safety of all persons on board. Nothing in the
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operations manual shall be construed as limiting or derogating from

this authority.
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The P-i-C assumes command of the aircraft either when the first
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engine is started or when all cabin doors have been closed for
departure, whichever occurs first. When an aircraft is being pushed
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back or towed, the P-i-C retains authority and responsibility, except

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for avoidance of obstacles and for proper operation of the ground

tractor.
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Duties and Responsibilities

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(i) Be responsible for the safe operation of the aircraft and safety
of its occupants and cargo during flight time ;
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(ii) Have authority to give all commands he deems necessary for

the purpose of during the safety of the aircraft and of persons
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or property carried therein, and all persons carried in the

aircraft shall obey such commands ;
(iii) Have authority to disembark any person, or any part of the
cargo, which in his opinion, may represent a potential hazard to
the safety of the aircraft or its occupants is likely to be
endangered ;
(iv) Not allow a person to be carried in the aircraft who appears to
be under the influence of alcohol or drugs to the extent that the
Chapter 1
safety of the aircraft or its occupants is likely to be endangered

;
(v) Have the right to refuse transportation of inadmissible
passengers deportees or persons in custody if their carriage
poses any risk to the safety of the aircraft or its occupants ;
(vi) Ensure that all passengers are briefed on the location of
emergency exits and the location and use of relevant safety
and emergency equipment ;
(vii) Ensure that all operational procedures and checklists are
complied with, in accordance with the Operations Manual ;
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(viii) Ensure that the weather forecast and reports for the proposed
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operating area and flight duration indicate that the flight may be
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conducted without infringing Company operating minima ;
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(ix) Satisfy himself that the aircraft is airworthy and its configuration
and equipment are in accordance with the CDL and the MEL
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and decide whether or not to accept an aircraft with items
unserviceable allowed by the CDL or MEL ;
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(x) Ensure that the provisions specified in the operations manual in
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respect of fuel, oil and oxygen requirements, minimum safe
altitudes, aerodrome operating minima and availability of
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alternate aerodromes, where required, can be complied with for
the planned flight ;
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(xi) Ensure that the correct type of fuel, oil and oxygen is loaded
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and usable in sufficient quantity to meet the requirement for the

proposed flight ;  
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(xii) Take all reasonable steps to ensure that the load is properly
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distributed and safely secured and that the aircraft mass and
balance is within the calculated limits for the operating
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conditions ;
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(xiii) Confirm that the aircraft performance will enable it to complete

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safety the proposed flight ;

(xiv) Not permit any crew member to perform any activity during
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take-off, initial climb, final approach and landing except those

duties required for the safe operation of the aircraft ;
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(xv) Satisfy himself that each crew member is familiar with all
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emergency procedures and the location and use of emergency

equipment on board and take all reasonable steps to ensure
that before take-off and before landing the flight and cabin crew
are properly secured in their allocated seats;
(xvi) Take all reasonable steps to ensure that whenever the aircraft
is taxiing, taking off or landing, or whenever he considers it
advisable (e.g. in turbulent condition), all persons are properly
secured in their seats, and all cabin baggage is stowed in the
approved stowage;  
Chapter 1
(xvii) Ensure that the required documents and manuals are carried
and will remain valid throughout the flight or series of flights
including for any diversion which may reasonably be expected;
 
(xviii) Ensure that the pre-flight inspection has been carried out ;  
(xix) Ensure that ground facilities and services required for the
planned flight are available and adequate ;  
(xx) Not permit a flight data recorder to be disabled, switched off or
erased during flight nor permit recorded data to be erased after
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flight in the event of an accident or an incident subject to
mandatory reporting ;  
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(xxi) Not permit a cockpit voice recorder to be disabled or switched
off during flight unless he believes that the recorded data,
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which otherwise would be erased automatically, should be
preserved for incident or accident investigation nor permit
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recorded data to be manually erased during or after flight in the
event of an accident or incident subject to mandatory reporting.
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(xxii) Ensure that in an emergency situation that required immediate
decision and action, the P-i-C or the pilot to whom conduct of
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the flight has been delegated may deviate from rules,
operational procedures and methods to take any action he
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considers necessary under the circumstances in the interest of

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safety.  
(xxiii) Ensure that a continues listening watch is maintained on the
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appropriate radio communication frequencies at all times

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whenever the flight crew is manning the aircraft for the purpose
of commencing and / or conducting a flight and when taxiing ;  
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(xxiv) Ensure that the journey log is completed;  

(xxv) The P-i-C has the authority to apply greater safety margins,
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including airport  operating minima, if he deems it necessary.  

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(xxvi) Before the aircraft is boarded, the P-i-C should brief the
crew regarding at  least the followings:  
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(xxvii) Establish effective communication between the flight crew

and cabin crew. This should include guidelines for the use of
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the public address and interphone systems.

(xxviii) Discuss items that may be of concern during flight, such
as turbulence, smoking.
(xxix) Brief the crew as to the current security status of the flight
and how security incidents are to be handled.
(xxx) Discuss items of routine interest, such as flight time, altitude,
route of the flight, point of interest and if the life vest/oxygen
demonstrations are required.
Chapter 1
Flight Crew Training (OX) Organization Chart
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Figure 1-4 Flight Crew Training (OX) Organization Chart

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Chapter 1
Vice President Flight Crew Training (OX)

The Vice President Flight Crew Training (OX) reports directly to Senior Vice
President Flight Training& Operations and In-Flight services (OA) has
duties and responsibilities to:
Plan, organize and direct appropriate and efficient functional ground
and flight training as well as emergency training for all flight crew
Initiate and implement certain means and measure to promote
operation safety, economical and efficient procedure to accomplish
effective training for all flight personnel
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Coordinate with all functions concerned the preparation and provision
of required training aids, training material and training facilities to
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ensure that they are always available in accordance with training
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needs
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Arrange, in coordination with related government authorities, the
examination and the process of flight personnel licensing  
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Schedule and supervise the Recurrent Flight Training (RFT) for all
pilots
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Prepare and draft curriculum and syllabus for all operation training and
route supervision
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Represent the Company externally in issues related of flight training
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Chapter 1
Onboard Experience Department (OJ) Organization Chart
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Figure 1-5 Onboard Experience Department (OJ) Organization

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Chart
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Chapter 1
Vice President, Onboard Experience (OJ)

Vice President Onboard Experience reports directly to Senior Vice
President Flight Training& Operations and In-Flight services (OA) and has
the functional authority and responsibilities to
(a) Oversee all the matters concerning the Onboard Experience
Department’s quality, safety, security and service standard in
compliance with company policy, local law, and aviation rules and
regulations
(b) Enforce and encourage Onboard Experience personnel to achieve
Quality standard for optimum safety and service performance to
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ensure the passengers’ satisfaction
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(c) Supervise and control cabin crew in a way that satisfies commercial
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demands and ensure safe, economical and efficient performance
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of all transport activities and also maintain the Company’s required
quality and standards;
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(d) Ensure the standardize requirements for all cabin Crew and related
ground operations and supervise all activities concerned in
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accordance with Company’s standards as well as the regulations
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from both local and international authorities with adherence to
applicable government regulations;
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(e) Be fully responsible for provision, utilization, maintenance and
quality control assurance of all cabin crew resources and supports,
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such a spersonnel equipment as well as documents;

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(f) Establish, assure and supervise dynamic and economical

personnel development project to ensure the highest personnel
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standard in every possible way and to maximize personnel utilities;

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(g) Authorize and responsible for being a liaison with regulatory

authorities, original equipment manufacturers and other external
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entities relevant to cabin operations.

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Chapter 1
Ground Services (OC) Organization Chart
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Figure 1-6 Ground Services (OC) Organization Chart

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Chapter 1
Vice President, Ground Services (OC)

The Vice President (OC), Customer Service Department, reports directly to
Senior Vice President Aircraft Maintenance air Airport Operationa (OB) and
has the functional authority and responsibilities to;
Establish and coordinate the overall operational policies and targets
of the company.
Establish requirements for ground operation and supervise that the
related activities, i.e. all transport activities are efficiently and
economically accomplished in accordance with required standards as
well as regulation from the authorities.
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Establish and maintain ground-handling services.
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Plan and control ground handling services provided to customer
airlines‟ schedule and charter aircraft at Bangkok Airport and other
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airports outside Bangkok;
Plan and direct Customer Service
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equipment supply and
maintenance;
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Establish in economic terms all budgets and forecast in regard to
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revenues and costs within the Ground Operation Department and also
specify for cost/revenue control;
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Plan and supervise efficient and economic personnel utilization with
HR and personnel training with Leaning and Development (PM) to
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ensure highest possible standards;

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Support coordination with government units, state enterprises, e.g.

Airport Authority of Thailand, Customs Department, Immigration, and
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Royal Thai Air Force. This includes international organizations, related

to ground handling security at Bangkok Airport, airports outside
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Bangkok, and at foreign stations;

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Closely follow international aviation developments in order to attain

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operational improvements concerning safety, economy and the

progress of the Company.
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Carry out any other tasks relevant to this post delegated by Chief
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Operating Officer (COO).

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Chapter 1
Technical (PT) Organization Chart
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Figure 1-7 Technical (PT) Organization Chart
Chapter 1
Technical Managing Director (PT)

Reports directly to Senior Vice President Aircraft Maintenance air Airport
Operationa (OB). Technical Managing Director, as Accountable Manager,
is responsible for all matters of Technical Department, for maintaining
continuous airworthiness of the aircraft satisfying regulatory requirement
and fulfilling company’s policy, including but not limited to:
Oversees the aircraft maintenance performed by Contract
Maintenance Providers.
The airworthiness and day-to-day operation of the Nok Air fleet.
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Ensures that all maintenance activities are conducted in accordance
with Thai CAAT approved GMM and Maintenance Schedule (MS).
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All contracts to provide maintenance services on the aircraft, engine
and components operated by Nok Air.
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Developing programs, policies and procedures which will improve
safety, efficiency and reliability of Nok Air fleet and each of operating
or
unit under his direction.
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Ensuring that adequate staffing levels are maintained in order to meet
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the organization’s needs and service objectives. Supervising
maintenance quality assurance, planning and record and
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maintenance control.
Communication and coordinate with/ verify and provide approval to
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MRO, repair agencies for all matters relating to maintenance

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requirements, materials and services (e.g. AEO & CAF) etc.

Accountable for the successful introduction of new aircraft acquisitions
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to the Nok Air fleet.

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Represent the Aircraft Maintenance Department at the corporate

level.
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Chapter 1
Operations Control Center (OG) Organization Chart
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Figure 1-8 Operations Control Center (OG) Organization Chart

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Chapter 1
Director, Operations Control Center (OG)

Director, Operations Control Center (OG) and has the functional authority
and responsibilities to
Supervise in policy level regarding schedule planning and aircraft
utilization.
Issue and revise flight schedules, allocate time slot at each airport to
conform to business requirement, company’s aviation policy, and
aircraft maintenance program and passenger seasonal demand.
Supervise the negotiation to find other available aircrafts or other
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flights to resolve the problem when Nok Air’s aircrafts cannot be
operated normally and plan how to handle the affected passengers
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until they arrive at their destination safely.
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Coordinate with governmental units for information and permission so
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that the company can run air transportation business smoothly and
meet its objectives.
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Ensure enough working space, Temperature, light, noise level are
satisfy for work environment.
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Flight Documentation Management Director (OD) Organization
Chart
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Figure 1-9 Flight Documentation Management Director (OD) Organization Chart

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Issue 3, Revision 0, 11 NOV 2019 Nok Airlines Public Company Limited

Chapter 1
Flight Documentation Management Director (OD)

Plan and organize expenditure for purvey flight documents.
Organize and supervise relative flight document and technical
document as required for the aircraft.
Organize and co-operate with CAAT in granting approval or inform of
all aircraft documents and flight operation documents.
Co-operate for granting Air Operator Certificate.
Report results of operation, problems and advise improvement
guideline for operations within responsibility to OA.
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Control work practice of the faction: Manual Control Supervisor and
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In-flight  Document Supervisor.  
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Provided publication service to function within OA, and other function
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as necessary.  
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Plan and organize expenditure for flight documents to keep up-to-
date.  
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Provide manual and all related documents which pertaining to ground
and flight  operations.   de
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Review and check Operation Manuals and related documents are
always update  for ground and flight operations.  
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Co-operate with The department of Civil Aviation in granting approval,

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cancel or  to be inform of all manual and document for flight operation.
Review and check all of Flight Operation Manuals and all related in
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flight document that use in aircrafts are always update in accordance

with company’s policies and conforms to the rules and regulations
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issue by authorities concerned on all the aircrafts  

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Coordinate with outsource printers to ensure on-time document

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printing  
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In cooperation with department concerned, published and maintain all

related  flight document keep up-to-date follow OM (On board library).
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Manage the updating and ensure timely revision and improvement of

all  document relating to the Flight Operations.  
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Assignment in flight document officer brings all of Flight Operation

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Manuals and  in flight documents to the aircrafts.  

Perform other duties assigned by OS 
Chapter 1
DUTIES AND RESPONSIBILITIES OF CREW MEMBER OTHER

THAN THE P-i-C/COMMANDER
The proper execution of any flight operations plan demands constant
vigilance, cross-checking and sharing of information.
If a crewmember becomes aware of anything significant with which he
disagrees or that causes him concern he must bring it to the attention of the
P-i-C. This does not imply that there is more than one pilot in command or
it is license for argument or discourtesy. This requirement is to ensure that
the P-i-C is aware of the factors and judgments that could affect his
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decisions.
Each crewmember must take all reasonable steps to:
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Operate company aircraft safety, economically and punctually in
accordance with the Operations Manual.
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Maintain familiarity with relevant air legislation, provisions of the
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Operations Manual and agreed aviation practices and procedures
necessary to fulfill his function.
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Support the P-i-C in the maintenance of a proper standard of
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professional expertise, crew discipline, conduct and personal
appearance.
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A crewmember shall:
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Report to the P-i-C any fault, failure, malfunction or defect which he

believes may affect the airworthiness or safe operation of the aircraft
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including emergency systems.

Report to the P-i-C any incident that has endangered, or could have
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endangered the safety of operation.

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Chapter 1
Co-Pilot
A co-pilot is responsible to the P-i-C to assist in the safe and efficient
conduct of the flight. In the event of the incapacitation of the P-i-C, the Co-
pilot will assume command. It is the specific responsibility of the Co-pilot.
To prepare the Operational Flight Plan and, when necessary, file the
Air Traffic Services Flight Plan with the appropriate Authority. If stored
plans are used then he should ensure that the correct plan has been
activated. To carry out such duties concerning the flight, in
accordance with the Standard Operating Procedures, including
procedures, limitations and performance relating to the specific
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aircraft type, as are allocated to him by the P-i-C.
To confirm the safe navigation of the aircraft, maintaining a continuous
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and independent check upon both the geographical position of the
aircraft and its safe terrain clearance. To safely and properly conduct
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the flight in compliance with the P-i-C current flight plan and the
instructions when P-i-C is not at the controls. Any change to the
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current flight plan has to be notified to the P-i-C.
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To volunteer such advice, information and assistance to the P-i-C, as
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may contribute favorable towards the safe and efficient conduct of the
flight. Notwithstanding the overriding authority of the P-i-C, a Co-pilot
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should not hesitate to suggest a better course of action if he is
convinced that a decision of the P-i-C merits discussion.
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To seek and receive such information and / or explanation from the

P-i-C, as may be necessary to enable his Co-pilot to fulfill his function;
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Cabin Crew
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Cabin crew is required to be present on public transport flights to perform

duties in the interest of the safety of passengers. They must be well
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informed about safety and policy of the Company.

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The primary purpose of the cabin crewmembers is to ensure passengers

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safety. They must inform passengers on emergency and safely procedures

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during all phases of the flight and manage procedures following an

emergency in accordance with the Operations Manual and the P-i-C
instructions.
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Each cabin crewmember shall:

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Be well prepared and fit for the flight  

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Ensure the respect of “Fasten seat belt” and “No smoking” signs.
Ensure the comfort and safety of the passengers.  Ensure the
passengers safety escape in an emergency evacuation. A senior
cabin crewmember (Crew Leader/CL) must be nominated for the
flight. 
Chapter 1
The Crew Leader/CL shall:  

(i) Have the overall responsibility to the P-i-C for the conduct, co-
ordination and performance of the cabin operations and safety
duties.  
(ii) Verify that all cabin crewmembers are fit for the flight and that
they have their documents for flight duty.
(iii) Co-ordinate and organize the functions and tasks of ail cabin
crewmembers (cabin crew briefing, delegate positions and
working areas, in flight service duties):
 Checking of emergency equipment, pre-flight safety
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briefing and reporting matters concerning
safety,irregularities and malfunctions to the P-i-C.
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 Debriefing with cabin crewmembers when required.  
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 Ensuring efficient communication with all flight
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crewmembers, cabin crewmembers and ground staff.
 
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 Visiting/contacting the flight deck on regular intervals.
 
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 See more information of Cabin Crew duties in CCM
Flight Dispatcher de
Flight operations officers/flight dispatchers shall, in conjunction with the
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operator’s method of control and supervision of flight operations:
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assist the P-i-C in flight preparation and provide the relevant

information required;
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assist the P-i-C in preparing the operational and ATS flight plans, sign
when applicable and file the ATS flight plan with the appropriate ATS
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unit; and
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furnish the P-i-C while in flight, by appropriate means, with information

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which may be necessary for the safe conduct of the flight.

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In Emergency
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initiate such procedures as outlined in the operations manual while

avoiding taking any action that would conflict with ATC procedures;
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convey safty-related information to the P-i-C that may be necessary

for the safe conduct of the flight, including information related to any
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amendments to the flight plan that become necessary in the course of

the flight; and
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where necessary, notify the appropriate authorities without delay and

request for assistance if required, if the emergency endangers the
safety of the aircraft or persons and becomes known first to the flight
operations officer/flight dispatcher.
Note: It is equally important that the pilot-in-command also conveys
similar information to the flight operations officer/flight dispatcher during the
course of the flight, particularly in the context of emergency situations.
See more information of Flight Dispatcher duties in FDM.
Chapter 1
Contact Details
Company Address
Nok Air Co., Ltd, Bangkok, Thailand
Operations Control Center (OCC)

222 Room No.4215, 4th Floor Central Block, Don Mueang International
Airport, Vibhavadi Rangsit Road, Don Mueang, Bangkok 10210 Thailand
Flight Crew Training
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To be used Flight Crew Training of the entrusted and certified company by
Civil Aviation Authority of Thailand (CAAT) as following
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Flight Training (Thailand) Company Limited
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(Head Office) 88 Moo 8, T.Bangsaothong, A.Bangsaothong,
Samutprakarn 10570 Thailand.
or
Aviation Safety and Training Pte. Ltd.
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15 hangi Business Park Crescent 486006 Singapore
All Nippon Airways Co., Ltd.

de
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Flight Operation, Flight Crew Training Center
6-7-56 Higashi-Kojiya 144/0033 Ota-ku, Tokyo, Japan
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And
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Flight Simulation Technique Centre Pvt. Ltd. Gurgaon

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Plot No:46, Sector-35, HSIIDC, Gurgaon, Haryana 122004 , India.

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Main Maintenance Facility

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222 Room No.4215, 4th Floor Central Block, Don Mueang International
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Airport, Vibhavadi Rangsit Road, Don Mueang, Bangkok 10210 Thailand

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Heavy Maintenance Facility

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To be used heavy maintenance facility of the entrusted and certified

company by Civil Aviation Authority of Thailand (CAAT) as following
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Taikoo (Shandong) Aircraft Engineering CO. LTD.

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Yao Qiang International Airport, Jinan, Shandong, Peoples Republic

of China
And
Thai Airways International Public Company Limited.
Vibhavadi Rangsit Road Si Kan District, Don Mueang District,
Bangkok 10210
Chapter 2
Operational Control And Supervision
2 OPERATIONAL CONTROL AND SUPERVISION

SUPERVISION OF THE OPERATION
General Policy
RCAB 85 paragraph 3 (15a )the company shall ensure that an Operations
Manual containing information and instructions as may be necessary to
enable the operating staff to perform their duties is provided to such staff.
The design of these manuals shall observe human factors principles
“Operating staff” means the servants and agents employed by the
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company, whether or not as members of the crew of the aircraft, to ensure
that the flights of the aircraft are conducted in a safe manner, and includes
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the company who himself performs these functions
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The Operations Department shall advise feasibility of all Flight Operations.
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No operation shall be undertaken which jeopardizes safety & security and
is in contravention of the State Rules, the Company’s Operations Manual,
or
Aircraft Flight Manual. The watchword of all operations shall be "Safety
First". The organizational policy commits the organization to a culture that
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has safety & security as fundamental operational priority. NOK also
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endeavours for continual improvement of management system.
Mission and Goals
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NOK operations mission and goals will be:

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Safety
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On-Time Performance
Economy
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All the employees of the organization must be actively committed to the

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highest standards of organizational quality and safety. The organization

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culture should be such that quality, safety and security are fundamental
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operational priorities. Quality is a culture to be developed, affecting

everybody in the company. Therefore, the responsibility for safety and
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quality does not rest with a specific department or with specific persons.
Every person in NOK has the responsibility to ensure that NOK is a high
on
quality and safe airline.

NOK promotes a philosophy of continual improvement in safety, quality and
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service to customers. NOK also demands that our staff do things the right
way and need to fulfil our customers’ expectations without compromising
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the safety and quality of our operations. Our communication system will be
open for any suggestions for improvement in quality and safety.
NOK must comply with laws, as well as, regulations and procedures of the
airline and the regulatory bodies. Similarly, NOK must also comply with the
laws, regulations and procedures of those states in which the operations
are conducted.
Quality performance is a commitment to excellence by each employee of
NOK. It is achieved by teamwork and a process of continuous improvement
and it should be the endeavour of NOK, at all times, to maximize customer
Chapter 2
satisfaction, without compromising on safety. The convenience, speed and

comfort of air transportation cannot be viable without safety, which is air
transport's priority. The price of carelessness or neglect in the air is so much
greater than it is on the surface. Safety is the responsibility of everyone
connected with air transport system. Management at all levels should
provide means for prompt corrective action in the elimination of unsafe acts,
conditions, etc.
It is obligatory on the Airline to provide "On Time Performance" with a high
level of service. To achieve this management and employees must carry
out their responsibilities with integrity, professionalism and a devotion to
duty. For the Airline to remain financially viable, the economy of flight
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operations is just as important as on time performance and service. The
productivity and efficiency of an Airline is measured by the quality of its
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service and care shown towards people and the level of its On Time
Performance.
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License And Qualification Validity
or
Validity of License
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In order to maintain validity of each license, the medical examination
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shall be conducted and the assessment of medical fitness shall be
made in accordance with physical requirements prescribed for flight
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crew.
When the license holder has passed his 60th birthday, the 12-month
nl
interval shall be reduced to 6 months. Failure to acquire the medical

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examination at the specified interval will cause license validity to

expire and will necessitate a renewal according to CAAT
requirements.
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Logging of Flight Time

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As MERLOT system records only block time, the individual flight

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officer holding a Commercial Pilot License shall keep his own record
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specifying his flight time required for the issuance of an Airline

Transport Pilot License.
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Time as Copilot or Cruise Pilot is credited according to table below

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towards the total time requirement. The record may be subjected to

the inspection by CAAT, if requested.
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Note: The flight time acquired at Flight Deck Crew Training by

the Flight Simulator logged in the Flight Training Flight Log shall be
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credited to pilots concerned as Instrument Ground Time.
Chapter 2
Total Time To be credited as:

License Duty (Block
Toward Total
Time) PIC Time Co-pilot Time
Time for ATPL
ATPL PIC 100% 100% - -
ATPL Co-pilot 100% - 100%(1) -
100% (Max
CPL PICUS 100% - 100%
150hr)
CPL Co-pilot 100% - 100%(1) 50%
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Cruise
CPL 100% - 25% (2) -
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Pilot/SO
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(1) For more-than-two-pilot operation, only the time actually performing flight
duty occupying a pilot seat will be credited. 75% of block time is credited with
or
4-pilot operation. 80% of block time is credited with 3-pilot operation.  
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(2) Cruise Pilot/SO and newly employed pilot are credited 25% of block time for
renewal continued validity of license only. de
Crediting of Flight Time Towards Issuance of ATPL—PICUS
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Operation. The Pilot-in-Command Under Supervision (PICUS)
concept. This serves two purposes:
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(i) The individual Copilot (Commercial Pilot License holder) gets

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more credit for his flight time, thus reaching the minimum
required total time for issuance of an Airline Transport Pilot
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License (ATPL) in a short time span.

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(ii) The individual Copilot (Commercial Pilot License holder) is

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credited with P-i-C time up to a certain limit (150 hours), thus

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avoiding costly flying in order to reach the prescribed minimum

for issuance of an ATPL, which is 250 hours.
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Note: The minimum required total credited flight time for issuance of an
ATPL is 1500 hours, a maximum of 100 hours of which may have been
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completed in a flight simulator. ICAO and JAA state that 500 hours must
be time in multi-pilot operations and that 250 hours must be time as P-
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i-C (or at least 100 hours as P-i-C and 150 hours as PICUS, or
equivalent).
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Application of the PICUS concept shall cease for the individual pilot when
time requirements for issuance of ATPL have been reached, or when the
limit in the Table above has been reached.
Under the PICUS concept, the pilot shall perform the P-i-C’s duties during
flight planning and flight execution, taking all decisions/actions normally
performed by the P-i-C. However the P-i-C cannot delegate duties like
signing of Loadsheet, Aircraft Log and Flight Plan.
The Copilot shall operate the aircraft from his normal position (right-hand
seat).
Chapter 2
The P-i-C is still responsible for the safe conduct of the flight, and
temporarily assumes a combined supervisory and Copilot role during the
specific flight.
If circumstances so dictate, a reversion to the normal the P-i-C and Copilot
roles shall take place.
The PICUS concept may only be applied when;
Both the P-i-C and Copilot have served in the current aircraft type for
twelve months since Base Release
P-i-C who can perform PICUS must be an instructor of that aircraft
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type or a P-i-C for at least 2 years (at least 1 year on the respective
aircraft type) and approved by Thai CAAT;
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The Copilot is authorized by Administration Department for PICUS
operations;
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ThePIC and the Copilot have agreed to operate the flight according to
the PICUS concept.
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PICUS flight time may only be credited when;
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The flight is completed without the need of the P-i-C to make inputs
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over and above what is normal in a Copilot's function;
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The PICUS flight time has been properly logged and the entries are
verified by the signature of the P-i-C.
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When required PICUS flight time has been obtained, the Copilot shall
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report this to his respective Chief Pilot.

The PICUS operation record must be kept by the Copilot concerned as part
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of the record.
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Competence of Operations Personnel

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All Company personnel are appointed based on their educational

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background, competency, skills, and experience as determined by the

duties and responsibilities of their functions. All new personnel shall receive
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basic information about the Company's policies, procedures, practices,

Quality Management System, Safety Management System, and Security
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Management System during their induction program to ensure they become

familiar with the Company's operations. The competency and skills of each
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personnel will be monitored and evaluated during his/her probationary

period.
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The Company encourages the enhancement of personnel competency

through training programs. Each department shall analyze, identify and
organize its training needs in order to qualify and/or certify its personnel. All
training shall be in accordance with the CAAT approved Training Manuals
and syllabus specified therein.
All personnel, whether internal or external, conducting training must be
qualified, certified and authorized by the Company and/or CAAT, as
applicable. Department Heads shall include training expenses in the
department’s financial budget.
Chapter 2
Records of educational background, training undertaken and experience

attained of each personnel are maintained and kept at each department’s
administrative, training or quality section, as applicable.
Each department shall ensure that staffs who perform functions that affect
the safety or security of aircraft operations are qualified or certified, have
completed initial training and recurrent training to maintain their
competency. The position required to be trained prior to perform their duties
are Flight Crew, Dispatcher, Cabin Crew, Aircraft Technicians and as
specified in each department. Training program shall be available in each
operational department. And if training is conducted internally, all
instructors shall be qualified and necessary training materials shall be
ed
available.
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All personnel who perform operationally critical functions must be physically
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and medically fit for duty. A medical fitness check is a part of qualification
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process for qualified flight crew members and cabin crew members as
required by CAAT.
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Training on the Job
Department Heads must ensure that personnel assigned to new or
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modified responsibilities affecting service or product quality have been
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trained on-the-job. This applies also to sub-contracted personnel.
Personnel performing activities that can affect quality are to be
oa
informed of the potential consequences to the customer in the event
that defined requirements and standards are not met.
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Work Environment
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The Company shall provide and manage a suitable work environment

for personnel to meet customer requirements and render their
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services. Awareness for safety, health and environmental

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requirements will be inculcated by providing training, displaying

relevant signages, conducting campaigns and drills, taking corrective
d
actions on sub-standard conditions, and implementing preventive

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actions against potential hazards.

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It is the responsibility of Department Heads to maintain a safe,

healthy, and non-polluting work environment.
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Control, Analysis And Storage Of The Required Records

nc
Head of each relating department will authorise an officer who will be

responsible for the management & control, analysis and storage of Flight
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Operations records pertaining to all flight documents and operational

control & operational security in accordance with requirement of authority
as applicable to each operation.
All records pertaining to the operation of a flight such as flight report, sector
pages, pilot’s reports, flight plans, weather briefings, load & trim sheets, fuel
& oil records and all other flight documents shall be retained for a period of
six months.
Head of each relating department is also responsible for the management
and control of flight operations records to ensure the content and retention
Chapter 2
of such records is in accordance with the requirement of authority as

applicable and he ensures operational records are subjected to
standardized processes for:
Identification by Employee Name & Number
Identification by Flight Number
Legibility
Maintenance
Easy Retention and Retrieval
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Protection and Security (in a secure area)
Disposal and Deletion
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This record shall be maintained for a period of 6 months. The disposal of
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records shall be by means of shredder.
Additional information, flight planning data etc. will also be controlled,
or
issued and analysed by this section.
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Specifications for the operation flight plan
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The Air Operator's Certificate (AOC) defines the scope of our operations. It
is obtained by the Airline from CAAT after fulfilling all the laid down
oa
requirements. The conditions mentioned in the permit must be complied
with by the concerned departmental heads. A copy of the AOC is available
nl
in Operations Department. The AOC shall include:

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Operator identification (name and location)

Date of issue and period of validity
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Description of types of operations authorized

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Type(s) of aircraft authorised for use

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Authorised areas of operation or routes

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Exemptions, deviations and waivers

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Special authorizations, to include, as applicable :

(i) Low visibility takeoff (LVTO)
on
(ii) CAT II and / or III approaches;

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(iii) RVSM operations;

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(iv) MNPS operations

(v) RNAV/RNP operations
(vi) Transport of dangerous goods.
It will be the responsibility of Airline Management to ensure compliance with
the procedures established by the State, the Company Operations Manual
and Aircraft Flight Manual and also to provide necessary resources for the
conduct of such operations. No instructions shall conflict with the authority
of the Commander.
Chapter 2
Operational Control and Supervision
PROMULGATION OF ADDITIONAL OPERATIONAL

INSTRUCTIONS AND INFORMATION
Document Management System
Safety critical and/ or operationally significant information, either Technical
or Administrative, is distributed to all flight crew, flight dispatchers and flight
operations personnel through circulars/Company Advisories. All flight crew,
and other operating staff who may be concerned, should have access at
their normal operating base to:
Thailand AIP;
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The Thailand Regulatory Requirement currently in force and any
amendments thereto;
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NOTAM; in particular affecting facilities over the routes, destination,
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en route alternates and diversion;
Aeronautical Information Circulars; and
or
Flight rules of the State in which the aerodrome is located and the
requirement to comply with these rules.
d
Noted: de
Where this information is readily available to crew in an
Aeronautical Information Service unit, it may not be necessary
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for the company to duplicate the service, but it is nevertheless
his responsibility to ensure that the information is available.
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If the normal operating base/ line station is abroad, the local

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Aeronautical Information Publication, NOTAM and appropriate

manuals shall be provided .This will be agreed with the Authority.
d
Company shall ensure that all employees when abroad know

that they must comply with the laws, regulations and procedures
if
of those States in which operations are conducted.

d
A distribution & control system and review process of various documents

lle
like Operations Manual, Aircraft Manuals, Circulars and company

advisories is in place. Such system includes:
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a means of identifying the version and revision number of the

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documents;
a distribution process that ensures availability of the current version of
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documents/circulars to appropriate personnel.

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review & issue revisions as necessary to maintain the currency of

information contained in the documents:
(i) The Manuals issued by NOK are periodically reviewed by Flight
Operations Section/ Fleet Captains, during standardisation
meetings, for changes and timely revisions issued, as
appropriate. Notices are displayed at all Flight Dispatch
stations regarding issuance of Revisions.
(ii) Company Advisories and circulars are reviewed periodically
and incorporated into the Operations Manual, Standard
Chapter 2
Operating Procedures (SOPs) for respective aircraft, or the

relevant Manual(s).
retention of documents that permits easy reference and accessibility: 
(i) Documents are maintained in the Operations Technical Library
and are available for easy reference.
(ii) They are accessible to all flight crew, flight dispatchers and all
flight operations personnel.
identification and disposal of obsolete documents :
(i) All documents are identified by their names and are retained in
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the each of responsible department until their validity period.
Records of distribution are kept for a minimum period of 1 year.
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in
Once incorporated into various manuals as mentioned in (b)
above, the Company Advisories and circulars will then be
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deleted and a list of effective circulars issued.
or
(ii) Reception of documentation and / or data from external
sources to ensure information is received in time to satisfy
operational requirements. The Documentation Section ensures
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the receipt of documents in a timely manner which is issued to
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flight crew and all concerned by hard as well as soft copies or
website, as applicable, for all safety critical operational
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information to personnel within and external to the to Flight
Operations.
nl
Documents received from external sources include the following, as a

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minimum:
(i) CAAT regulations and those published by other states/
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regulatory authorities;
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(ii) ICAO documents;

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(iii) Airworthiness directives;

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(iv) AIPs/ NOTAMs;

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(v) Flight Crew Bulletins or directives;

(vi) Manufacturer’s documents such as AFM, FCOM, checklists,
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MMEL/CDL, weight & balance manual and any other

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publications.
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Chapter 2
Document Distribution
The Company Advisories are available on NOK in paper hard copy and are
included as part of the flight dispatch documents for each flight for crew
reference. 
All circulars, applicable manuals and other company documents are
available and distributed by the Documentation Section the through:
Recent circulars are available on board the aircraft in the Interim files
araange by Flight Dispatch office and are also displayed on the Notice
Boards at all NOK Flight Dispatch offices in the network.
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Circulars are also forwarded through emails to all flight crew, flight
dispatchers and flight operations personnel.
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Printed copies of the circulars are available at the documentation
control section, for reference.
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(i) The latest revisions to the documents / circulars / bulletins
issued by NOK will be reflected on the documentation control
or
section.
(ii) Crew must refer to all updates document.
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Feedback Procedures
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Flight crew, flight dispatchers and all flight operations personnel are
oa
encouraged to forward their comments/ suggestions with regard to the
documents/ circulars/ company advisories through email/ fax to the Flight
nl
Operation Office
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Technical Circulars
Information on technical matters is disseminated to the crew and other flight
d
operations personnel by means of technical notices/circulars, such as:

if
Policies and procedures laid down by the company;

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Recommendations of airframe/ engine /and other aircraft related

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system manufacturers on operational practices;

Manufacturer’s bulletins;
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Security alerts and bulletins;

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Airworthiness Directives;
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Aircraft/systems modifications relevant to crew;

Highlights of investigation reports
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Any other pertinent matter relevant to flight operations, which is

supplementary to the information given in the Aircraft Operations
Manual.
All circulars shall follow a system of preparation, review & checking
before issue and will be signed by the officials who have prepared/
checked and the issuing authority.
Chapter 2
Administrative/Operational Notices
Matters concerning crew administration/crew rostering and other
administrative subjects are being issued to all concerned by means of
circulars.
Company Advisories
Company Advisories are computerised and are generated for each flight as
part of the briefing folder.
Information of following nature is disseminated to the crew by means of
Company advice.
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Information relevant only to a particular route.
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in
Information relevant to the origin/destination/enroute airport for a
particular flight.
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Information which is of temporary nature and of short duration or alert
the crew regarding changes in procedures/highlight the issuance of
or
some important circulars.
d
Any other information including NOTAMs received after office hours,
affecting safety of operations.
Distribution of Operational Documents
de
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The distribution of printed/ electronic copies of documents to the Flight
Crew, Flight Dispatchers, Flight Dispatch stations, Ground / Flight
nl
Instructors etc.
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Outstations where Flight Dispatch is ot Available:

d
Since there are no operations personnel available at these stations to

amend and update the documents, crew should refer to documentation for
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flight preparation.
d
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Ground Technical & OPS Training Instructors:

The Vice President Flight Crew Training (OX) as applicable, will be
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responsible for issuing instructions with regard to training, technical and

operational matters both general and type specific through Circulars and
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Type specific Technical Circulars. These will be disseminated through the

responsible managers under signature to concerned operations personnel.
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A master file and records will be maintained for minimum 6 months period.
These circulars will have an effective date, validity and will be placed in
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appropriate Manuals, Operations Manual, SOPs, etc.
Chapter 2
OPERATIONAL CONTROL
Operation control is defined as the exercise of authority (within the context

of operational control, authority is defined as the power or right to give
orders, make decisions, grant permission and/or provide approval) to
initiate, continue, divert or terminate a flight in the interest of the safety and
security of the aircraft and its occupants.
In order to practically exercise operational control of flight operations NOK
delegates the authority for the initiation, continuation, diversion or
termination of each flight in the interest of the safety of the aircraft to theP-
i-C as per CAAT requirements. Authority is also delegated to flight
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dispatchers to work in conjunction with NOK’s system of operational control
in a support capacity. As required by CAAT state of compliance – appendix
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O, NOK shall ensure;
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Operational control by making those decisions and performing those
actions on a daily basis that are necessary to operate flights safely
or
and in compliance with the regulations. Operational control functions
include crew and aircraft scheduling, accepting charter flights from the
d
public, reviewing weather and notices to airman (NOTAM), and flight
de
planning. Another aspect consists of developing and publishing flight
control policies and procedures for flight crews and other operations
personnel to follow in the performance of their duties
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NOK is responsible for collecting and disseminating information that

nl
is needed to plan and conduct flights safely, including information

about en route and terminal weather conditions, navigation, and
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aerodrome facilities.
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NOK safety and quality assurance person responsibility includes

ensuring that both its flight crew and operational control employees
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comply with published policies and procedures.

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NOK shall prepare and keep current a manual for the guidance of
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flight, ground and management personnel in the performance of their

duties and responsibilities. AOC holder shall include in its Operations
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Manual the duties and responsibilities of those persons to whom

authority to exercise operational control has been delegated,
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providing the name of each manager responsible for flight operations

(operational control) including a description of their duties and
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functions
NOK Operations Manual must contain guidance on the conditions that
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must be met before a flight may be initiated or continued, or under

which a flight must be diverted or terminated
NOK performance of the following functions:
(i) Ensuring that only those operations authorised by the AOC are
conducted.
(ii) Ensuring that only crewmembers trained and qualified in
accordance with the applicable regulations are assigned to
conduct a flight.
Chapter 2
(iii) Ensuring that crewmembers are in compliance with flight and

duty time requirements when departing on a flight.
(iv) Designating a P-i-C for each flight.
(v) Providing the P-i-C and other personnel who perform operational
control functions with access to the necessary information for
the safe conduct of the flight (such as weather, NOTAMs, and
aerodrome analysis).
(vi) Specifying the conditions under which a flight may be released
(weather minima, flight planning, airworthiness of aircraft,
aircraft loading, and fuel requirements).
(vii) Ensuring that each flight has complied with the conditions
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specified for release before it is allowed to depart.
(viii) Ensuring that when the conditions specified for a flight's release
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cannot be met, the flight is either cancelled delayed, re-routed,
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or diverted.
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(ix) Monitoring the progress of each flight and initiating timely actions
when the flight cannot be completed as planned, including
or
diverting or terminating a flight.
Operations Manual, must have policies and procedures appropriate to
d
the flight release system used.
de
An operational control function may be centralised in one individual or
diversified throughout an AOC holder’s organization. In practice, it is
oa
not feasible for an individual to exercise operational control without
assistance in any but the simplest of flight operations. Most AOC
nl
holders create specialized departments for crew scheduling, load

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control, and other functions. These functions may or may not be

placed under the management and supervision of the "Flight Control"
d
department. When these functions are delegated to specialised

sections of the NOK’s organization, the company isresponsible for the
if
following:
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(i) Establishing a means to ensure that all functions have been

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accomplished before a flight can be authorised to depart

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(ii) Establish effective internal communications, operating

procedures, and administrative controls to meet this obligation
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(iii) Ensuring that these procedures are published in the NOK’s

operations manual.
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(iv) Ensuring that all sub-contracted activities are carried out in

adherence with its policies and procedures and that its sub-
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contractors provide timely notification to the company of any

irregularities that will affect the safety and operational status of
an aircraft or flight.
NOK follows a method of operations control where only the P-i-C has the
authority to terminate, delay, or divert a flight if in the judgment of the P-i-C
the flight cannot operate or continue to operate safety as planned. The
Flight Dispatcher supports operational control by assisting the Pilot in
carrying out such functions, duties or tasks such as pre-flight planning, load
planning, weight and balance, delay, dispatch release, diversion,
Chapter 2
termination, etc by co-coordinating with the various agencies such as Load

control, Maintenance Control, Crew Control (Scheduling), ATC,
Meteorological Communication, Commercial, Ground Handling, Cargo, etc.
The P-i-C, designated operations controller/ flight dispatcher (shift in-
charge or the senior-most flight dispatcher in any shift) shall be utilized in
the system of Operational Control. On ground, these personnel have joint
authority over all decisions functions, duties or tasks associated with the
operational control of a flight. In-flight P-i-C has the sole authority.
Company retains full responsibility (and accountability) for the overall
operational control of each flight. As such, duties or tasks related to
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operational control of each flight are assigned to P-i-C and designated
Operations controller / flight dispatcher (shift in-charge or the senior-most
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flight dispatcher in any shift).
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The Flight Dispatcher assists the P-i-C in taking the suitable decisions to
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divert, delay or terminate a flight if in the judgment of the Flight Dispatcher,
the flight cannot operate or continue to operate safely as planned or
or
released. In addition to the P-i-C and the Flight dispatcher, examples of
operational control functions relevant to the safe conduct of a flight include
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Weather Analysts, Navigation Analysts/Flight Planning Specialists, Load
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Agents/Planners, Operations Coordinators/Planners, Maintenance
controllers and Air Traffic Specialists.
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Whenever designated Operations Controller is not available in Flight
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Dispatch, Shift in-charge Flight Dispatch will act as Operations Controller.

In case Shift in-charge Flight Dispatch responsible for operational control is
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not available for a short period from the workplace, the next senior most
Flight Dispatcher is responsible for Operations Control. Shift In- Charge
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shall de-brief the Shift In-Charge of next shift and also not leave work place
till properly relieved to maintain continuity.
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The final authority for operations of a flight lies with the Pilot- In-Command
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of each flight. Only a P-i-C, possessing minimum of 500 hrs P-i-C

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experience (license/medical need not be current) can be nominated by VP

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(OS), as Designated Operations Controller, to exercise the functions of

Operations Control. Operations Controller shall furnish the P-i-C, while in
flight, with appropriate information that may be necessary for the safe
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conduct of the flight.

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Operations Controller shall support, brief, and/or assist the P-i-C and
provide necessary assistance to P-i-C to decide over the initiation,
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continuation, diversion or termination of a flight. P-i-C and Operations

Controller will communicate with each other external entities on the
operational information using VHF/HF or any means available throughout
the duration of the flight.
While exercising the flight supervision and control, the Operations
Controller shall render assistance/guidance to aircraft during
emergency/abnormal operation. Flight Dispatcher shall also assist the
Operations Controller in discharge of his duties as required.
Chapter 2
En-route amendments to the Operational Flight Plan (OFP) if required, must

be coordinated and verified by means of relevant log under signature made
by the operations controller, the relevant log also must contain a recorded
agreement of the P-i-C.
A flight shall not continue towards the airport of intended landing unless the
latest available information indicates, at the expected time of arrival, a
landing can be made at that airport or at least one destination alternate
airport.
Operations Controller with responsibilities for operational control need to
have current and accurate information available, to allow informed decision
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making on completing the mission that would include at least:
weather information, both en-route and at the airport of intended
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landing, to include hazardous phenomena such as thunderstorms,
turbulence, icing and restrictions to visibility.
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be conversant with the Company’s Aerodrome Operating Minima,
or
field conditions, such as runway condition and availability and status
of navigation aids.
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en-route navigation systems and facilities where possible failures
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might occur that could affect the safe continuation or completion of the
flight.
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fuel supply, including actual en-route consumption compared to
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planned consumption, as well as the impact of any changes of

alternate airport or additional en-route delays.
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aircraft equipment that becomes inoperative, which results in an

increased fuel consumption or a performance or operational
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decrement, is to be considered and planned for, to ensure the aircraft

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makes a safe landing at an approved airport.

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Air traffic management issues, such as re-routes, altitude or speed

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restrictions and facilities or system failures or delays or security issues

that could affect the routing of the flight or its airport of intended
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landing.While exercising such functions, Operations Controller shall

maintain liaison with other departments and perform functions in close
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coordination.
Operations Controller is responsible for disruption/ crisis management
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and to coordinate the activities of other interacting departments.

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In the event of an emergency, the Shift in-charge Flight Dispatch shall:

initiates procedures as outlined in the Emergency Management
Manual and OM-A Chapter 10, while avoiding taking any action that
would conflict with ATC procedures;
conveys, by any available means, safety-related information to theP-
i-C that may be necessary for the safe conduct of the flight, including
information related to any amendments to the flight plan that become
necessary in the course of the flight processes used for operational
control of flights in the event of an emergency would be compatible
Chapter 2
with any operating procedures that have been established by the

agencies providing system services for air traffic control. Such
compatibility is necessary to avoid conflict and ensure an effective
exchange of information between the company and any of the service
agencies. During an operational emergency, the procedures specified
in item (a) would be designed not to conflict with ATC procedures,
such as separation standards, controller instructions, minimum flight
altitude assignments or any other restrictions imposed by ATC.
This would not preclude the P-i-C in air, in accordance with
requirements of the applicable authorities, from taking any action
necessary during an emergency in the interest of the safety of the
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passengers and aircraft. It is important for the P-i-C to convey relevant
information to the Flight Dispatch during the course of the flight,
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particularly in the context of emergency situations when
situation/workload permits.
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In the event of an emergency situation that endangers the safety of
or
the aircraft or persons, and which becomes known first to the Flight
Dispatch, the Operations Controller is assigned responsibility for
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implementation of action which include, where necessary:
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initiation of emergency procedures, as outlined in the FCOM/AOM –
Eemrgency Procedures and OM-A Chapter 10.
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notification to the appropriate authorities, without delay, of the nature
of the situation as per state regulatory requirement as mentioned in
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Company Emergency Management Manual

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a request for assistance, if required.

The specification in item (a) refers to notification to the appropriate
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authorities without delay and/or within a period(s) specified in OM-A

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Chapter 11.3.
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Applicable authorities include those authorities that have jurisdiction

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over international operations conducted by the company over the high

seas or within a foreign country.
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Operations Controller shall ensure that the inadequacy of any facilities

observed during the course of flight operations is reported to the
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responsible authority without undue delay, and to further ensure that

information relevant to any such inadequacy is immediately
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disseminated to applicable operating areas within the organization.

Applicable authorities include those authorities that have jurisdiction
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over international operations conducted by the company over the high

seas or within a foreign country.
Chapter 2
POWER OF THE AUTHORITY
General
The Authority has the right to interview any nominee or call for additional
evidence of his suitability before deciding upon his acceptability.
The Authority has the Power to;
Determine the adequacy, relevance and consistency of the AOC
holder’s compliance with the requirements;
Assess the efficiency of the company’s internal monitoring procedures
and confirm the availability of sufficient resources and proper
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processes, as documented by the AOC holder’s Quality System;
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Verify by means of inspections, compliance with the requirements and
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the effectiveness of the AOC holder’s Quality System.
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The Authority has the Power to assess the continued competence of an
AOC holder’s by inspection and monitoring of;
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(i) Infrastructure;
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(ii) Manuals;
(iii) Training; de
(iv) Crew records;
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(v) Maintenance;
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(vi) Ramp;
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(vii) Equipment;
(viii) Pre-flight preparation;
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(ix) Release of flight/dispatch;

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(x) Flight;
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(xi) Ground;
(xii) Dangerous goods;
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(xiii) Quality System and results of Quality Audits.

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Officials on Official Duty

The P-i-C shall render all possible assistance to CAAT officials engaged in
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flight safety work. CAAT inspectors on official duty shall be admitted to the
flight deck whenever they ask for. If the P-i-C decides to refuse admittance,
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the inspector should be informed of the reason for the refusal. In such case,
the P-i-C shall submit a written report, as soon as possible after the flight,
to the Flight
Vice Pressidle Flight Operation (OS) for further reporting to Chief Operating
Officer (COO) who will forward the report together with the Company’s
comment to the authorities concerned.
Chapter 2
LINE CHECK
General
The Line Check is considered a particularly important factor in the
development, maintenance and refinement of high operating standards.
Line Check is a test of a flight crewmember’s ability to perform a complete
line operation satisfactorily, including preflight and post flight procedures.
All flight crewmembers shall complete a Line Check as scheduled by Crew
Planning & Movement director (OI) and Vice Pressiden Flight Operation
(OS)
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A Line Check deals with the following subjects, as applicable:
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Planning of flight;
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ATC procedures;
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Route procedures;
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Communications;
Meteorology;
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Technical questions of actual interest;
Company regulations;
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Emergency equipment and procedures;
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Crew’s cooperation;
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Judgment and efficiency;

Passenger relation and personal appearances;
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Aircraft systems.
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Administrative Regulations
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A pilot may only be scheduled for active duty if his Line Check has been
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completed within the specified period. All pilots shall be given Line Check
at least once every 12 calendar months. The period of validity of a Line
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Check shall be 12 calendar months, in addition to the remainder of the

month of issue.
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If issued within the final 3 calendar months of validity of a previous Line

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Check, the period of validity shall extend from the date of issue until 12
calendar months from the expiry date of that previous Line Check.
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Line Check shall be indicated in the crew schedule. If a scheduled Line

Check is not performed, a new Line Check can be scheduled with a 3-day
notice. In exceptional case, it may be necessary to perform a Line Check
with no notice or very short notice.
The Line Check can be completed on two legs, one as “Pilot Flying” and
one as “Pilot Not Flying”. The “Supervision and release Flight Report” form
shall be completed for each pilot under Line Check and signed by the Line
Check Pilot before being forwarded to OS aircraft type.
The cmpleted forms shall be kept in file at OS for 3 years.
Chapter 2
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Intentionally
Blank
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Chapter 3
Management System
3 MANAGEMENT SYSTEM
The Quality Management System (QMS) has a yearly assurance
programme that provides for auditing and evaluation of Operations and all
functions, to ensure that Operations Department :-
complies with regulatory and internal requirements;
satisfies stated operational control needs;
produces desired operational control safety and
quality outcomes;
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identifies hazards, undesirable conditions and areas requiring
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improvement.
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Significant issues arising from the quality assurance audit of Operations
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Department are subject to regular review by senior management of the
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Operations Department and discussed during the standardization meetings.
Identification of root causes, development of corrective and preventive
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actions to address the findings as appropriate, implementation of corrective
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action in appropriate areas and evaluation of corrective action to determine
effectiveness are taken to ensure safety, quality and efficiency within the
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Department.
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The QMS auditing includes monitoring and control of external organizations

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also. QMS has an audit planning process and sufficient resources to ensure
audits are scheduled at regular intervals and are completed within a
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specified time period.

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Contracts or agreements are signed with external service providers for

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Operations, as applicable. Contracts shall identify measurable

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specifications that are monitored by the QMS to ensure that requirements

that affect the safety or security of flight operations are being fulfilled by the
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service providers. The QMS monitors such external service providers to

ensure that safety and security requirements are fulfilled. They are audited
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as a process for monitoring.

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The QMS also ensures that data or products that are acquired from external
suppliers, which directly affect operational safety, operations including flight
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dispatch / operations control and training, meet the required technical

specifications. QMS monitors the process to ensure electronic navigation
data products, prior to being used as means of navigation in operations are
assessed for a level of data integrity with the intended application,
compatible with the intended function of equipment in which it is installed
and are distributed in a manner to allow insertion of current and unaltered
electronic navigation data into all aircraft that require it. QMS uses the
process of auditing for monitoring of external organizations.
Chapter 3
Management System
These typically include Quality Audits, Product Audits, Supplier Audits,

Random Samplings, and other monitoring methods. Besides the internal
audits carried out by Cooperated Safety and Quality Assurance (PV)
Department, external audits carried out by CAAT, the Standardization
meetings would also review and discuss quality improvement in the
Operations Department.
THE PROCESS OF IDENTIFYING SAFETY HAZARDS
Safety is a condition in which the risk of harm or damage is limited to an

acceptable level. The safety hazards creating risk may become evident
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after an obvious breach of safety, such as an accident or incident, or they
may be proactively identified through formal safety management
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programmes before an actual safety event occurs. Having identified a
safety hazard, the associated risks must be assessed. With a clear
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understanding of the nature of the risks, a determination can be made as
to the “acceptability” of the risks. Those found to be unacceptable must be
or
acted upon.
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Safety Management is centered on such a systematic approach to hazard
identification and risk management – in the interests of minimising the loss
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of human life, property damage, and financial, environmental and societal
losses.
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The process of hazard identification and risk management would be
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mandatorily completed and documented for each safety relevant activity to

be undertaken. The department will maintain a log of each Hazard
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Identified, its associated Risks and mitigation measures, if any, proposed

to be implemented. Whenever mitigation measures are proposed, their
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implementation would be audited and a periodic review of their

effectiveness as Well as possibility of better mitigation strategies will be
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undertaken.
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The risk assessment is to be carried out as per the following seven step
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process :-
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Step 1 : Development of a complete description of the system to be

evaluated and of the environment, in which the system is to be operated; 
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Step 2 : Identification of Hazards;

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Step 3 : Estimation of the severity of the consequences of a hazard

occurring;
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Step 4 : Estimation of the likelihood of a hazard occurring;

Step 5 : Evaluation of risk;
Step 6 : Mitigation of risk; and
Step 7 : Development of safety assessment documentation.
Chapter 3
Management System
Risk Management Process:

The Risk Assessment Team within the department will develop and
document the understanding of hazards and its risk. Further, the team would
develop mitigation for the hazards and determine the level of risk
acceptance. On the basis of risk probability and risk severity, a risk rating
matrix/risk factor assessment will be prepared and risk tolerability will be
determined.
Risk probability is the chance that a situation of danger might occur.
Risk severity are the possible consequence of a situation of danger
taking as reference the worst forcible situation.
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Mitigation are the measures taken to eliminate a potential hazard or
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to reduce the risk probability or severity.
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Controls : The controls in place to ensure the objective is met.
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System Safety Deficiency : The circumstance that permit hazards of
a like nature to exists. The Operations Department, in consultation
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with Flight Safety Department, is responsible for setting performance
measures as a means to monitor the safety performance of the
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Operations and to validate the effectiveness of risk controls.
The Hazard Identification
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The department encourages all individuals for proactive participation in
accident and incident prevention. If any individual notices any event which
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can potentially lead to an accident / incident, he / she is encouraged to

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report the same. Such reports shall be welcomed.

In addition to the Risk Management process by the Risk Management
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Team, individuals may report such risks in a Hazard Identification Form.

The Hazard Identification form shall be forwarded to the Flight Safety.
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The Department concerned shall take the necessary action to mitigate the
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hazard based on the recommendation(s) of the Flight Safety Department.

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The action taken report should be forwarded to the Flight Safety

Department without delay.
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Chapter 3
Management System
COMPLIANCE MONITORING SYSTEM
Internal audits / surveillance checks are carried out by the Flight Safety
Department / Quality Management System with regard to Flight Operations
and observance of Standard Operating Procedures. Any deviations from
these stipulations are brought to the notice of concerned personnel for
corrective action.
VP (OS)is the consolidated list of conditions for operations. All the
conditions mentioned in company operation manual shall be strictly
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followed and violation of these conditions is not allowed without prior
permission from the Regulatory Authority.
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NOK - Operations specification are enlisted in the AOC. This includes
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special authorizations and limitations, carriage of dangerous goods,
Aerodrome Operating Minima, ILS Category II, operations, MNPS, RVSM,
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BRNAV, RNP5/10, RNP-1, RNAV-1 etc.
Timely updates shall be carried out by Flight Operations Department for
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inclusion / deletion of aircraft from Company fleet, inclusion of new
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approvals etc.
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For inclusion or deletion of an aircraft including Wet Lease aircraft,
documents are received from commercial of respective Aircraft base after
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local clearance from CAAT. The documents are duly deposited with CAAT
for amendment to Flight Operations Department of the AOC. A lead time of
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3 days is required by CAAT for endorsement on the AOC. On receipt of

revised AOC, a copy is to be sent to all Executive Directors for information.
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Continuous improvement of the safety system

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NOK has, as part of the SMS safety assurance activities, developed and
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maintain formal processes to identify the causes of substandard

performance of the SMS, determine the implications on its operations, and
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rectify situations involving substandard performance in order to ensure

continuous improvement of the SMS. Continuous improvement of the
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Departments SMS include:

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proactive and reactive evaluations of facilities, equipment,

documentation and procedures, to verify the effectiveness of
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strategies for control of safety risks; and

proactive evaluation of performance, to verify the fulfillment of safety
responsibilities
This will be ensured by regular overview meetings, Safety Action Group
meeting and auditing by QMS and Flight Safety.
Chapter 3
Management System
ALLOCATION DUTIES AND RESPONSIBILITIES
Each of Directors in Operations Department is accountable and responsible

for safety of his functional and operational area as a part of the Safety
Management System. He will be responsible for :
Identification of safety hazards within his Department;
Hazard analysis to determine the existing and safety potential risk to
aircraft operations;
Assessment of safety risks to determine the risk mitigation action and
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when required risk mitigation actions are developed and implemented
in operations;
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Ensuring that remedial action necessary to maintain an acceptable
level of safety is implemented;
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Providing for continuous monitoring and regular assessment of the
safety level achieved;
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Aiming to make continuous improvement to the overall level of safety;
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and
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Coordinating with the Flight Safety Department / QMS as applicable.
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While all departmental and functional Heads are responsible for safety in
their own functional area, Flight Safety will be overall responsible for all
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safety functions in the organization. Flight Safety Department will deal with
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all safety matters and operational risk.

QMS will deal with Organizational Risk, including Organizational policies,
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programmes, processes, procedures with the aim of continuous

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improvement.
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Accident and incident prevention is also the responsibility of all individuals.

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The Department shall follow a proactive approach to safety management.

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Safety Performance Measures

NOK has processes for setting performance measures as a means to
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monitor the operational safety performance of the organization and to

validate the effectiveness of safety risk controls. These safety Performance
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indicators will be reviewed regularly during Safety Action Group Meetings.

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Target are set for each SPI’s is to decrease/ increase from present
value/rate, in coordination with Corporate SMS and Flight Safety
Department. All the Safety Performance parameters are detailed in Flight
Safety Manual.
Some of the Safety Performance Indicators (SPI) include:
Flight Planning deviation (Error in fuel calculation, routing, Weather
information, ATC information, different flight level assigned etc)
SMS training (percentage of staff trained on SMS)
Chapter 3
Management System
Flight following (Diversion due to flight dispatch / operation control,

pertaining to safety consideration)
Safety Action Group/ Safety Review Meeting
The Safety Manager would internally set up an SMS Team which would
function like a Safety Action Group. This Team would submit a monthly
progress report to the Corporate SMS. The nominated Safety Officer of the
Department will be part of the action group. Detailed guideline and role of
SAG described in the Flight Safety SMS Manual. The Operational
Department Head, or his representative, will attend Safety Review
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Meetings.
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DOCUMENTATION OF ALL KEY MANAGEMENT SYSTEM PROCESSES
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Safety Data Collection
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NOK has a Corporate Safety Management System and NOK AOC has its
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own Safety management System to implement SMS. Processes are
implemented in the Operations Department that include a combination of
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reactive and proactive methods for safety data collection and analysis to
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ensure existing and potential hazards to aircraft operations are identified.
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Predictive safety data collection systems are essentially statistical systems,
whereby a considerable volume of operational data, which alone are largely
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meaningless, are collected and analyzed, and combined with data from
reactive and proactive safety data collection systems.
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Some sources of safety data are:

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Hazard / Voluntary / Confidential and incident reports

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E-mail Messages
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Quality and Safety audit findings reports

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The SMS Officer is responsible for the collection of reports who analyses
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along with the concerned within the department. The key issues are taken
up in the Safety Action Group meeting along with Flight Safety Department.
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The Safety Management System office has the integration of reactive,

proactive and predictive safety data reports
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Operational Safety Reporting System

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NOK has a Operational Safety Reporting system that is implemented

throughout the organization in a manner that:
Encourages and facilitates feedback from personnel to report safety
hazards, expose safety deficiencies and trace safety or security
concerns.
Ensures mandatory reporting in accordance with applicable
regulations.
Chapter 3
Management System
Includes analysis and management action as necessary to address

safety issues identified through the reporting system events that have
occurred as well as proactive reports that help us in accident and
incident prevention. If any individual notices a situation or an event
which can potentially lead to an accident / incident, he / she is
encouraged to report the same.
The confidential safety reporting system is implemented throughout NOK in
a manner that encourages and facilitates the reporting of hazards or
concerns resulting from or associated with human performance in
operation. All employees shall report unpremeditated or inadvertent errors,
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safety hazards and safety risks or other potentially hazardous conditions
timely for which no disciplinary or punitive action shall be taken unless such
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errors result from illegal activity or willful misconduct.
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The safety reporting systems are classified into following two groups:
Mandatory Reporting System
or
Voluntary Reporting System
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Mandatory Reporting System
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Mandatory Reports are as required by CAAT. The details of these reports
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are provided in OM-A 11.2 and Safety Management System Manual
(SMM).
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Voluntary Safety Reporting System

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In order to encourage voluntary reporting of occurrences by personnel

Voluntary Reporting System has been established which could be an event
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or Hazard. Under this system, anyone who witnesses or is involved or has

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knowledge of an event, hazard or situation which he or she believes to have

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posed a risk to safety or a potential threat to safety may report the same. It
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encompasses basic principles of provision of confidentiality & possibility of

feedback. The system provides assurance that no punitive action will be
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taken on such voluntary reporting made unless infringement relates to

unlawful/criminal/deliberate gross negligent unsafe actions.
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Voluntary Report
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An individual may come across an event, safety hazard or observation

which does not come under the purview of a mandatory report.
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However, he feels that reporting the same could enhance safety or

allow others to gain from his experience. In such cases a Voluntary
Report can be raised. The report has a field for name, email etc so that
feedback could be given with respect to the report. The Voluntary
Safety Report is a non-confidential mode of reporting and a non-reprisal
policy is followed unless the event has resulted from illegal activity or
wilful misconduct.
Chapter 3
Management System
Confidential Report
Confidential Report aims to protect the identity of the reporter. This is
one way of ensuring that voluntary reporting system is Non-punitive.
Confidential incident reporting system facilitates the disclosure of
hazard leading to human error, without fear of retribution or
embarrassment, and enable broader acquisition of information on
hazards. The Confidential reports are de-identified on receipt to ensure
confidentiality.
System of Reporting
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Hazard is a situation that poses a level of threat to persons, property or
environment. Most hazards are dormant with a potential for risk or harm.
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The Voluntary Safety Report and Confidential Safety report shall be used
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to report any safety hazard observed by the personnel.
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Report may be submitted by the following means:-
or
Internet → E-mail
A message report by e-mail system to :safetyreport@nokair.com
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Physical (Hard) copies: de
Fill up the paper copies of relevant Safety Report forms available in
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the department at convenient places or with SMS Officers.
Safety Communication
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It is important that all staff members, either employed or volunteers, are

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fully aware of SMS and safety matters affecting our organization. Relevant
safety information will also be distributed to other users and contractors
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working for the organization. Effective communication ensures that all staff
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members are fully aware of including safety critical information related to

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analyzed hazards and assessed risks. All staff members should understand
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why particular actions are taken and why safety procedures are introduced
or changed. Regular staff meetings where information, actions and
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procedures are discussed for the purpose of communication on safety

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matters. This will be also achieved through meetings, safety bulletins,

information sheets using organization Website. Some of the information
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made available to all are as follows.

(a) Bulletin, News letter
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(b) Summary of safety report analysis
Chapter 4
Crew Composition
4 CREW COMPOSITION
METHOD DETERMINING CREW COMPOSITION
Crew Composition
It will normally be sufficient if the minimum crew of public transport is
specified in the manual for each type of aircraft, together with a reference
to the necessity for specialist crew members where appropriate. Note that
the minimum crew for public transport will not necessarily be the same as
the minimum crew specified in the Certificate of Airworthiness. In some
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cases, the company will need to consider whether the particular
circumstances of the operation call for the carriage of additional flight crew.
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It is a statutory requirement that an aircraft shall have a flight crew adequate
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in number and designation to ensure the safety of the flight.
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Crew Planning & Movement ensure that no crew assigned or detailing
him/her for operating the flight unless he/she
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No crew shall be assigned flying duties unless he/she;
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Holds a current and valid license with instrument flight rating and
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aircraft type-rating, (the type of aircraft being used) and has a current
medical certificate,
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Is qualified on the route, airspace, aerodrome and aircraft systems to
be operated, (the phase of the flight) (the area and type of operation
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being undertaken)
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Meets recency-of-experience requirement, (experience, recency and

qualifiecation of the crew member)and Is not overdue for any recurrent
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training or performance proficiency check,

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Will not exceed duty-period limitation by taking the assignment, and

has adequate rest as required by CAAT regulations. (the minimum
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crew requirement and flight duty period planned)

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In pairing crew members:

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(i) The Crew Planning & Movement Department (OI) will

prepare/review the schedule for the upcoming operation and
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shall submit that schedule to the Director Flight Operations for

approval.
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(ii) The Crew Planning & Movement Department (OI) shall ensure
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that the flight crew members reached 60 years of age will not
team up
(iii) The Crew Planning & Movement Department (OI) shall monitor
and ensure that the inexperienced pilot will not teaming up and
shall oversee that crew scheduler will not pairing of same.
(iv) MERLOT system will monitor flight crew’s qualification and
notify when qualification is not met.
Designation of the pilot-in-command (P-i-C)
Chapter 4
Crew Composition
Refer to OM-A 4.2.1, if necessitated by the duration of the flight, the

procedures for their relief.
The load sheet shall be signed by the P-i-C. For relinquishing of

command.
CAAT approves a P-i-C status until 65th birthday.
Relief of flight crew member
A purpose of a relief flight crew member is for the maximum flight duty
period (FDP) extension.
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A flight crew member may be relieved in flight of his duties at the controls
by another suitably qualified flight crew member.
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Relief of the P-i-C
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The P-i-C may delegate conduct of the flight to another qualified pilot as
detailed below.
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Minimum requirements for a pilot relieving the P-i-C;
Ranking Captain;
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Valid Airline Transport Pilot License;
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Type Rating;
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All recurrent training and checking; and
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Route qualification.
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Relief of the Co-pilot

The copilot may be relieved by another suitably qualified pilot as detailed
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below.
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Minimum requirements for cruise relief copilot;

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Valid Commercial Pilot License with Instrument Rating;

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Type Rating; and

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All recurrent training and checking.

When more than one captains are on the same flight and all are fulfill
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qualification requirements for relieving the P-i-C, the operating captain with
higher work seniority should be selected as the relief P-i-C.
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Chapter 4
Crew Composition
Reduced Required Minimum Number of Cabin Crew

In unforeseen circumstances the required minimum number of cabin crew
may be reduced provided that:
The number of passengers has been reduced in accordance with
procedures specified in the Operations Manual; and  
A report is submitted to the Authority after completion of the flight.  In
this case, additional instructions must be given considering:  
Re-seating of passengers with due regard to exits and other
applicable aircraft limitations; and  
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Relocation of cabin crew and any change of procedures.  
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Additional Crew Members
In case cabin crew responsible on a flight require more extra cabin crew
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than those scheduled, deadheaded cabin crew available on the same flight
can be utilized as active upon the P-i-C's decision.  
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Ferry flight
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NOK should carriage of one cabin attendant on ferry flights. However, if
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any additional person is carried on board, then one additional cabin
attendant will be carried as per CAAT regulation. one cabin attendant for
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each unit (or part of a unit) of 50 passenger seats. Such persons shall be
seated together. In addition, for ferry flights, all doors will be armed to
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Automatic mode. However the door closest to such persons are seated,
shall be manned.
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All persons on board shall be briefed regarding the use of particular doors,
in case of evacuation.
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No Cabin Crew shall be carried on a damaged ferry/substandard flight.

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Chapter 4
Crew Composition
DESIGNATION OF THE COMMANDER (PILOT- IN-COMMAND)
In order to perform a safe and smooth flight, cooperation among crew

members must function perfectly in the flight deck. Since the crew is
constantly changing, the Company-standard flight techniques, standard
terminology and other standard procedures must be adhered to at all times.
The Commander designated for the flight shall be the Pilot-in-Command of
the aircraft.   In case of 2 crew operations, the Commander of the aircraft
is accountable at all times for the operation and safety of the aircraft. In
case of multiple crew operations, the Pilot who is at the controls will be
accountable for the operation and safety of the aircraft, for that period of
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time when he is at the controls. He shall have the final authority as to the
disposition of the aircraft whilst he is in command.   The Crew Scheduling
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will specify the P-i-C of a flight; the ATC plan will be drawn by the Flight
Dispatch on that name.
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Crew Position
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Two pilots qualified on the aircraft type shall be at the control during all
phases of flight.
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During takeoff, climb, descent, approach and landing, the pilot seats shall
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be occupied by the pilots qualified to maneuver the aircraft from these
positions. On flights scheduled with more than one captain, the P-i-C may
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occupy the observer seat while another captain performs LP duties.
However, the responsibility still rests with the P-i-C.
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On the aircraft types which, according to FCOM or AOM, require a System

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Operator (SO) as part of the minimum crew, the SO shall manned the SO
panel during takeoff, climb, cruise, descent and landing. If for some
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reasons, the SO panel is left unmanned for a short period, LP shall

periodically scan the panel.
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For operations above FL 200, a flight crew member may be relieved in flight
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of his duties at the controls by another suitably qualified flight crew member.
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For relief of the P-i-C, the relief pilot shall have valid ATPL.
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Absence From Station

Flight crew member must not leave his station without permission from the
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P-i-C. For a short period, one of the minimum number of flight crew
members may permitted to leave the flight deck for toilet visit or for safety
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reasons.
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Fight Training And Flight Maneuvers

Flight training/maneuvers and aircraft type training may only be carried out
with a qualified flight instrument occupying one of the pilot seats.
Route And Aerodrome Qualifications
For route introduction flights, the captain approved for giving such
introduction shall be scheduled as a P-i-C. Captains scheduled as copilots
on routes or aerodromes in order to attain qualification, in accordance with
RM/OPS instructions, may occupy either the left of right pilot seat according
to P-i-C's discretion.
Chapter 4
Crew Composition
Base Release Flights Of Captain Candidates

The releasing captain (check airman) will be scheduled as a P-i-C. If the
releasing captain is from a different aircraft type, an extra captain, qualified
on that aircraft type, shall be scheduled as P-i-C.
Two Captains Occupying Pilot Seats
When two captains qualified on the aircraft type concerned occupy the pilot
seats, the captain designated as P-i-C may occupy either the left or the right
pilot seat. The captain acting as PF during takeoff and landing shall
normally occupy the left pilot seat. However, an instructor, Line Check pilot
or captain who is currently qualified on the RH seat may perform PF's duty
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from the right pilot seat.
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Seated in RH Seat
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During normal operation, the P-i-C shall perform the duties of PF or PM as
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applicable.
The P-i-C shall initiate all actions required in case of an emergency. If he
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deems it necessary to take over the maneuvering of the aircraft, he shall
call out “My controls” or “I have controls”. In case of emergency/malfunction
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during take-off roll, he shall order “Stop” or ”Go”.
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“Stop” indicates his decision to reject the take-off. Thereafter, he shall
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perform the checklist items pertaining to Malfunction.
“Go” indicates his decision to continue the take-off. The pilot acting
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as PF shall continue to maneuver the aircraft.

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"On Ground Emergency" and "Evacuate" shall be called by P-i-C, but

he/she shall perform checklist items as RP. When On Ground Quick
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Reference Handbook (QRH) is completed, he/she shall resume the

duties as P-i-C during evacuation. The other pilot occupying LH seat
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shall perform the duties as copilot during evacuation.

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PIC Not Seated in Either Pilot Seat

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On flights scheduled with more than one captain, the P-i-C may occupy the
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observer seat while another captain occupies LH Seat. However, the

responsibility still rests with the P-i-C.
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During take-off and landing, a flight scheduled with more than 1

captain, if the P-i-C is not seated in either pilot seat, he shall delegate
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the P-i-C flight authority and duties to the captain who occupies a pilot
seat. In case of emergency, the designated captain shall decide and
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initiate all immediate emergency actions as deemed necessary,

whereas the P-i-C shall direct evacuation as required.
During other phases of flight, if the P-i-C has to leave the pilot seat,
he shall delegate his tasks to a crew who occupies the pilot seat.
However, the delegation of flight authority does not relieve the P-i-C
responsibility to ensure the best of his ability and the safe operation of
flight. He shall decide and initiate all emergency actions as deemed
necessary and direct evacuation as required.
Chapter 4
Crew Composition
Maneuvering of the Aircraft

The P-i-C shall assign duties as LP, RP, PF, or PNF.
The pilot assigned as PF shall maneuver the aircraft and perform/order
required steps for correct actions during normal, abnormal and emergency
situations.
In case of a rejected takeoff, the P-i-C shall state his decision whereas the
pilot positions (LP or RP) shall be decisive for their duties (The respective
FCOM or AOM).
The maneuvering on ground before takeoff and after landing shall be
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performed by LP. When RP is going to perform the takeoff, the controls
shall normally be handed over to him when the aircraft is lined up on the
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runway and ready for takeoff. Taxi checklist must be completed.
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When RP has acted as PF during landing, the controls shall, unless
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otherwise stated in FCOM or AOM, be taken over by LP when the landing
is completed and the aircraft has reached taxi speed.
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Regrading authority taxi the aircraft, NOK shall complied with State
compliance Chapter 2, item 28, Crew Schedule shall ensure that all pilot
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are properly instructed in their particular duties and responsibilities and the
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relationship of such duties to the operation as a whole . NOK shall not
permit an aeroplane in his charge to be taxied on the movement area of an
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aerodrome by a person other than a flight crew member, unless that
person, seated at the controls:
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(a) Has been duly authorised by the company or its designated agent and
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is competent to taxi the aeroplane and to use the radio telephone;

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(b) Has received instruction and continuation training in respect of

aerodrome layout, routes, signs, marking, lights, air traffic control
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signals and instructions, phraseology and procedures, and is able to

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conform to the operational standards required for the safe aeroplane

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movements at the aerodrome; and

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(c) Where applicable, has received permission from the aerodrome

operator to taxi the aero plane at the aerodrome.
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First Officer Piloting the Aircraft

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In order to maintain and improve his skill in handing the aircraft and to train
himself for a future position as P-i-C, first officer shall, in addition to taking
part in theP-I- C's meteorological and route briefings, etc., carry out part of
the flying particularly instrument flying and part of the total number of takeoff
and landings, which shall be carried out from the right pilot seat.
The P-i-C should not interfere when the first officer in flying the aircraft
unless he considers his flying to be contrary to safety and to the Company's
standard.
It must be emphasized that when a P-i-C is performing the duties of PNF,
Chapter 4
Crew Composition
he/she is still primarily responsible for the safety of the flight, and that this
responsibility overrides any other laid-down specific duties.
Note: The P-i-C shall pay due regard to the consequences of a serious
malfunction in Flight before delegating an approach and/or
landing to his co-pilot. It should be regarded as normal practice
during such conditions that the P-i-C executes the approach and
landing himself.
Inexperienced Crew Members
Established procedures at Crew Planning ensure that inexperienced flight
crew members are not scheduled together. Special qualification indicator
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identifies inexperienced crew members in the Company's crew
management system.
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This special qualification indicator is removed from the flight crewmembers
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master record when either of the requirements below is met:
(a) Flight crew members are considered inexperienced after completion
or
of a Type Rating or Commander course and the associated line flying
under supervision until he has achieved on the Type either:
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(i) After Initial Training: 150 flying hours or flown 20 sectors.
(ii)
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After Transition Training: 100 flying hours or flown 10 sectors
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within a consolidation period of 120 days.
(iii) After DifferenceTraining:10sectors.
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(iv) After Upgrade Training: 20 sectors (Transition) or 10 sectors

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(On Type).
(b) A lesser number of flying hours or sectors, subject to any other
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conditions which the Authority may impose, may be acceptable to the

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Authority when:
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(i) A new airplane is introduced;

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(ii) Flight crew members have previously completed a type

conversion with the Company.
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(c) Inexperienced P-i-C on aircraft type. Crew minima for inexperienced

P-i-C is DA/MDA+100ft, Minimum RVR/VIS required for Takeoff &
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Landing is 1200m during this period.

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(d) Inexperienced flight crew member must not be scheduled with other
Inexperienced flight crew member.
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(e) Inexperienced flight crew member shall not be assigned Low Visibility
Operating PPC on
Chapter 4
Crew Composition
Flight Crew Retirement Age

The Crew Planning & Movement Department (OI) shall ensure that no pilot
may operate aircraft after he/she has reached the mandatory maximum age
limit as specified by CAAT
Current CAAT regulation is that no pilot may operate any scheduled
commercial or unscheduled commercial flight over the mandatory
retirement age of 65 years.
The Crew Planning & Movement Department (OI) shall ensure that:
(a) The maximum operating age limit for NOK’ pilot is up to 65th birthday.
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Pilots over the age of 60 years shall not be paired to fly together.
(b) On international flight, Crew Planning & Movement Department (OI)
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shall ensure that NOK’ flight crew between the age of 60 and 65 do not
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operate international flight(s) over or to another state in a manner that
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would contravene the flight crew retirement age requirements of that
state
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Chapter 4
Crew Composition
FLIGHT CREW INCAPACITATION
Flight Crew
In the event of any untoward incident (Flight Crew Incapacitation) happening to the Pilot-
in-Command, the Co-pilot shall immediately assume the Command of the aircraft. Time
permitting, the following is the order of succession of command of the aircraft until further
orders are received from the Flight Operations Director (OV):
(a) Type-rated Commander, if available;
(b) Supernumerary Commander, if available;
However, if available, assistance of the following can be used for the
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continuance of flight.
(i) Qualified Company Pilot
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(ii) Qualified Pilot (not a company pilot)
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(iii) Cabin Crew with or without Pilot License
Refer to OM-A 8.3.33 – Incapacitation of Crew Member Procedure
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Two Commander Operation
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In the event of any untoward incident happening to the designated Pilot-in-
Command, the second Commander takes over as Pilot-in-Command and
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further succession of command would remain as mentioned above.
Sucession Of Command.
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Sucession of command during flight shall be as follows:

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Pilot in Command

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Pilot as per seniority (in case of multiple crew)

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
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Co-pilot as per seniority (In case of multiple crew)

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
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Passenger having piloting experience (Specific type, similar type

and any type in order of preference)
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
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CL/Senior Cabin Crew member
Chapter 4
Crew Composition
If the P-i-C becomes incapacitated, the Copilot assumes command.

This succession continues, in emergency, throughout the flight crew.
The responsibility for assuming command passes normally to the next
senior Pilot, etc.
If the P-i-C is taken ill or otherwise indisposed and cannot continue his
command of the flight, the flight will not depart from the aerodrome
where it has landed or, if occurring during flight, from the next
aerodrome at which it lands, unless another Pilot who has been
checked Out by NOK as P-i-C of the aircraft type involved is included
in the crew.
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A flight may only be continued at P-i-C’s decision if it has on board
and available for duty, the minimum flight crew complement
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If the flight cannot be continued, Operations Control must be notified
immediately. They shall arrange for another P-i-C/flight crewmember to be
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sent out in order that the flight might be continued with the minimum delay
possible.
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Chapter 4
Crew Composition
OPERATION OF MORE THAN ONE TYPE OF AIRCRAFT
Flight Crew scheduing

Operations of more than one type of aircraft is not permitted.
Cabin Crew scheduling

Cabin crew are scheduled to operate, a maximum of three types of aircraft
in the fleet on which they are Safety and Emergency procedures qualified.
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Chapter 4
Crew Composition
EXPERIENCE, RECENCY AND QUALIFICATION OF THE CREW

MEMBERS
Details are available in OM-A 5 – Qualification Requirement and the Flight
Training Manual.
Absence from Aircraft Type
The following rules shall be applied when a pilot, for any reason, has been
absent from his aircraft type.
Period of absence Training requirements
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More than 30 days 1 Recurrent Flight Training or 1 R/I
More than 90 days 1 Recurrent Flight Training and 1 R/I
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Recurrent Flight Training and Checking, 1 R/I
More than 180 days
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and 1 LIFUS
At least 12 hours of aircraft system recurrent
or
course and 8 hours of safety and emergency
More than 12 months
training, Recurrent Flight Training and
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Checking, 2 R/I and 1 LIFUS
More than 24 months
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Restart transition training
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More than 60 months Restart initial type rating training
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The above rules can be exempted at OS's discretion when the transfer of
pilots takes place from one specific aircraft type to another of the same
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family.
Captains and copilots may be absent from the “Cruise Only” duty on
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another aircraft type of the same family. if qualified, for not more than 180
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days without infringing their currency.

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Duty as Simulator/Flight Instructor, Line Check Pilot or lower rank is not

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considered as absence from aircraft type.

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Chapter 4
Crew Composition
Recency
All Flight Crew Member is required to maintain recency, must be
checked and adhered botht pilot and flight operations. OX shall ensure
all trainings or Checking is scheduled in coordination with Crew
Planning & Movement Department (OI).
TIME
TRAINING SUBJECTS
PERIROD
90 days Three Takeoffs and Landings in the aircraft or in an

approved Simulator.
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Operator proficiency check
Low visibility Operation Requirement
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6 months
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Duration of class 1 Medical certificate (age >60 year old)
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Low Visibility Operating Procedure Requirement
or
Line check (Supervision)
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Emergency and Safety Equipment training & Checking
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Route & Aerodrome Competence Qualification
12 months All major failures of aircraft systems and associated
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procedures
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Emergency and Safet equipment training program

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Crew Resource Mangement (CRM) recurrent training cycle

Duration class1 Medical Certificate (age <60 year old)
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5 years Reissue of License

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Chapter 4
Crew Composition
COPILOT PILOTING THE AIRCRAFT/SHARING OF FLIGHT TIME
In order to maintain and improve his skill in handling the aircraft, the
Copilot shall carry out part of the flying and part of the total number of
takeoffs and landings.
As a rule, the Copilot shall be given the opportunity to fly at the
controls normally up to 50%, but at least 25% of the total flight time
and carry out such take-off, climb-outs, approaches and landings
which fall within his flying time.
When a Copilot is flying the aircraft, the P-i-C shall perform the
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assisting Pilot’s duties and not interfere with the flying Pilot’s
dispositions and flying unless these are considered to be contrary to
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safety regulations, or NOK standards.
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The Captain shall perform the landing personally whenever the
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following conditions exist:
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(i) Close to minimum runway length for landing,
(ii) Crosswind close to maximum authorized component,
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(iii) Major deficiencies on the aircraft or ground installations,
(iv)
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After an appointment, the new captain should make all take-
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offs and landings himself until he has accumulated at least
100hours or 25 landing as P-I-C.
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(v) Any other unfavorable conditions.

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Chapter 5
Qualification Requirements
5 QUALIFICATION REQUIREMENTS
Employment and categorization of pilots will be governed by the number of
pilots required in various categories according to the planned traffic
programs.
Flight Crew Training Department (OX) is responsible for establishing
training courses that ensure the highest operational standard of all pilots
with regard to the requirements within the category concerned.
All trainings are described in the Flight Training Manual (FTM). Procedures
and course syllabi in the manual shall satisfy company requirements and
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be acceptable to the authority. Training shall be performed by properly
qualified instructors (see FTM).
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Cabin crew must have undergone a CAAT approved training program and
must be certified to be a part of the cabin crew for the specific aircraft type.
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Their safety emergency procedures training must be current along with their
periodic type specific refresher.
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LICENSES/QUALIFICATION/COMPETENCY
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All flight crew have to carry with them the required licenses/certificates with
appropriate rating(s) to exercise their duties (such as passport, pilot license,
all certificates and inoculation cards, if required, that is issued/agreed by
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the authorities).
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All flight crew shall hold an applicable and valid license acceptable to the
authority and are suitable qualified and competent to conduct the assigned
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duties.
Checks shall be performed to see that a pilot is qualified for a license. The
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period of validity of a proficiency check shall be 12 calendar months in

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addition to the remainder of the month of issue.

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Licenses
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All flight crewmembers shall hold an applicable and valid license acceptable
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to the Authority and shall be suitably qualified and competent to conduct

the duties assigned to them. The holder of license or rating must not
exercise privileges other than those granted by that license or rating.
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A license holder must not exercise the privileges granted by any license or
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rating unless the holder maintains competency by meeting the relevant

requirements. The validity of the license is determined by the validity of the
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ratings therein and the medical certificate.

Pilots are required to have, onboard the aircraft, the applicable licenses as
detailed below;
Captains shall hold an Airline Transport Pilot License (ATPL).
First Officers (Copilots) shall hold an ATPL or a valid Commercial Pilot

License (CPL) and Instrument Rating privileges. Prior to
Chapter 5
commencement of Captain Candidate training, a first officer (copilot)

must have an Airline Transport Pilot License.
Type Rating
The holder of a pilot license must not act in any capacity as a pilot, except
as a pilot undergoing skill testing, unless the holder has a valid and
appropriate type rating. There is no limit to the number of ratings that may
be held at one time, but there are restrictions concerning the number of
ratings that can be exercised at any one time.
Note: In order to change to a different variant of the same airplane type,
further differences training or familiarization are required.
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A flight crewmember shall complete;
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(a) Differences Training, which requires additional knowledge and training
on an appropriate training device;
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(i) When operating another variant of an airplane of the same type or
another type of the same class currently operated; or
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(ii) When a change of equipment and/or procedures on types or variants
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currently operated,
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(b) Familiarization Training, which requires the acquisition of additional
knowledge;
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(i) When operating another airplane of the same type or variant; or
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(ii) When a change of equipment and/or procedures on types or

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variants currently operated

Pilot Proficiency check (PPC)
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The Pilot Proficiency Check shall be conducted by a Type Rating Examiner

or, if performed in a simulator approved by the Authority for this purpose,
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by a Synthetic Flight Examiner.

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Each flight crewmember shall undergo 2 proficiency checks every 12

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calendar months to demonstrate his competence in carrying out normal,

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abnormal and emergency procedures and handling. The periods of validity

of a PPC are 6 calendar months in addition to the remainder of the month
of issue. A PPC shall be scheduled with normal crew composition. Line
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Check Pilots and Flight Instructors may be scheduled in Co-pilot position.

Refer AOCR
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Before performing a PPC, each pilot is required to pass technical,

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operation and emergency questionnaire. At least 10% from all questions

in the questionnaire are randomly selected which shall include questions
regarding emergency equipment and procedures on the aircraft type
concerned as well as general Company procedures laid down in OM-A,
RM and other flight manuals. The minimum score required for technical
and operation part is 75% and 90% for emergency part.
Pilot Proficiency Check shall be conducted by a Pilot Proficiency Check
Airman– Simulator Instructor. Each pilot undergoes PPC to demonstrate
his competence in carrying out normal, abnormal and emergency
procedures. The checking program is divided into PPC1 to PPC4. They
Chapter 5
include the following maneuvers:

(a) Normal/Low visibility takeoff.
(b) Rejected takeoff (in FFS only).
(c) Takeoff with engine failure between V1 and V2 (simulated only when
conducted on an aircraft).
(d) Crosswind/wind shear (during takeoff/landing).
(e) TCAS/ACAS exercises.
(f) Steep turns.
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(g) Approaches to stall and recovery.
(h) Precision /Non-precision approach (all engines/with one engine
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inoperative).
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(i) Missed approach from minima (all engines/with one engine
inoperative). 
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(j) Visual circuit/Circling approach.
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(k) ILS CAT I/II/III (missed approach/landing).
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Landing (all engines/with one engine inoperative).
(m) Emergency evacuation.
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(n) Normal/Non-normal procedures (RNP/P-RNAV/RVSM/ETOPS).
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(o) CRM
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Each PPC is also considered as a License Proficiency Check (LPC).

For cabin crew: Refer CCTM for more information.
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Line check
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Each flight crewmember shall undergo a line check to demonstrate his

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competence in carrying out normal line operations. The check is conducted

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by Supervision Pilot (SV) nominated by Flight Crew Training Department

(OX) and acceptable to the Authority.
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The period of validity of a Line Check is 12 calendar months

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The Line Check can be completed on 2 legs, one as a Pilot Flying and
one as Pilot Monitoring.
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Line Checks, completed in the aircraft, are a test of a flight crew member
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ability to perform a complete line operation satisfactorily, including pre-flight

and post flight procedures and use of the equipment provided, and an
opportunity for an overall assessment of his ability to perform the duties
required. The route chosen is such as to give adequate representation of
the scope of a pilot normal operation. A pilot may only be scheduled for
active duty if his Line Check has been completed within the specified
period. The Line Check Pilot is normally seated on the observer seat,
scheduled as an extra crew, except during the Initial Line Check of a co-
pilot after initial employment, where the Line Check Pilot shall be scheduled
as a P-i-C occupying the left seat.
Chapter 5
Following the expiry of an annual Line Check, or when a pilot fails his annual
Line Check, it is a requirement that he has to successfully complete a Line
Check in revenue flight only by Check Airmen Pilot.
Recurrent Training and checking
To enable pilots to practice aircraft maneuvers and procedures, both
normal and abnormal, in order to maintain acquired proficiency.
To enable pilots to practice essential procedures which are rarely
encountered in normal operations.
To enable pilots to maintain proficiency in the knowledge and use of
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emergency equipment and procedures.
To introduce pilots to new or changed procedures and/or equipment.
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To provide pilots with up-to-date information on the current operating
environment.
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To alert pilots of the sessions to be learned from recent incidents and
accidents. 
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To assess pilots knowledge and skills, ensuring that required level of
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competence is maintained.
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To revalidate pilots license/type rating as required by the authority.
Recurrent training program is divided into two parts: Recurrent
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Ground Training and Recurrent Flight Training and Checking.

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Recurrent Ground Training

The recurrent ground training consists of:
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General brush-up including Crew Resource Management (CRM),

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general knowledge, aircraft systems and performance brush-up to be

conducted twice a year for the total of at least 24 hours.
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Dangerous goods, emergency and safety equipment training to

be conducted every 12 calendar months for at least 6 hours, refer to
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FTM for more information.

Recurrent Flight Training And Checking
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Recurrent flight training and checking consists of Recurrent Flight Training

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(RFT) and Pilot Proficiency Check (PPC). The duration of each RFT and
PPC is at least 4 hours. Each pilot shall normally be scheduled for a
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recurrent flight training and checking in FFS every 6 months. When a pilot
is transferred from one aircraft type to another, a PPC is considered
completed on the month of his Base Training.
The period of validity of a PPC shall be 6 calendar months in addition to the
remaining of the month of issue. If issued within the final 3 calendar months
of validity, the period of validity shall extend until 6 calendar months from
the validity of that previous PPC. However, each PPC shall be performed
twice a year and at least 4 months apart. When the period of validity has
expired, a recurrent flight training and checking must be successfully
completed before a pilot is allowed to be active on a flight duty.
Chapter 5
In exceptional cases, e.g. due to simulator breakdown, the FFS may be

substituted by training on aircraft which shall be conducted by a Flight
Instructor.
The recurrent flight training and checking is divided into 4 training and
checking programs which are performed alternately based on the expiry
month of the current validity as follows:
Calendar Expiry month of current validity
Year Jan - Jun Jul - Dec
Odd RFT1/PPC1 RFT2/PPC2
ed
Even RFT3/PPC3 RFT4/PPC4
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*If the next Recurrent Flight Training and Checking Period are in the same
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with previous RFT/PPC, use the next RFT/PPC.
The aircraft system review for each recurrent flight training and checking is
or
as follows:
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RFT/OPC AIRCRAFT SYSTEMS
1
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Fire Protection, Fuel, Hydraulic, Landing Gear, Warning
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Auto Flight, Flight Controls, Flight Instruments,
2
Performance
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Air System (Air Conditioning, Pressurization, Ventilation &

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3
Pneumatic), Ice & Rain Protection, Navigation
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4 Communications, Electrical, APU, Power Plant

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Non-normal events which are performed during each RFT and PPC shall be
d
determined or revised among instructors, FMP (FOTA Monitoring Pilot),

technical and test pilots during the Instructor Meeting of each aircraft type.
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The selection of these events is normally evidence- based taking into

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consideration the following factors:

Recent occurrences of aircraft accidents, incidents, system
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malfunction, non- normal situations.

Severity, complexity and probability of each non-normal event. -
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Company FOTA statistics. - Manufacturers' reports,

recommendations and Operations Engineering Bulletins.
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Recurrent Flight Training (RFT)

Recurrent flight training shall be conducted by a Simulator Instructor. It is
normally scheduled before each PPC. The training covers operations under
normal, abnormal and emergency conditions with an emphasis on CRM
(Crew Resource Management) and TEM (Threats and Errors
Management). The training program is divided into RFT1 to RFT4.
They consist of the following training and briefing subjects if applicable.
Chapter 5
Briefing Subject Requirements

Low Visibility Operation
To be performed on RFT 1
Cold weather Operation
PBN (RNP, P-RNAV, RNAV Approach)
GNSS
Thunderstorms
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Wind shear, downburst, microburst
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RVSM
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ILS
or
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Training Subject Training Requirements
Low Visibility Operation
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TCAS
To be performed on every RFT
CFIT
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winds hear
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LOFT/CRM
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ETOPS To be performed on RFT 1 and 3

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Pilot in capacitation
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Airplane upset recovery To be performed on RFT 2 and 4

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RVSM
To be performed as required on
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ILS
aircraft and route requirements
Other operations specified by O
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Initial Qualification Training

All crewmembers who has Type Rating of Company’ fleets, but never have
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flown with the Company fleet are required to complete the Initial
Qualification Training before flying the company flight.
The Initial Qualification Training is conducted in according with the training
programs approved by CAAT. These programs are available in FTM.
Chapter 5
Terminology
Aircraft type The aircraft has a separate airworthiness type
certificate or has handling requirements for
additional flying or simulator training.
Aircraft variant Aircraft of different configurations within and
aircraft type
Base release Acceptance of pilot after completion of
Initial/Conversion/Upgrade/Initial Qualification
Training. A Base Release, which is a Company
requirement, is to be regarded as a Line Check
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Conversion course Training performed for a pilot who will change to
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a new aircraft type.
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Initial course Training performed for a pilot without any aircraft
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type.
or
Initial Qualification Training performed for a pilot with aircraft type,
course but newly hired by the company
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Line check A check performed to ensure a flight crew
(Supervision)
operations.
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member’s competence in carrying out normal line
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Line check pilot Pilot nominated to perform a line check.
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Line Flying Under Line flying with a Line Check pilot to gain both
Supervision (LIFUS) routes and aerodromes experience. The period
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of LIFUS will be concluded with a Line Standards

Conformity Check.
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Line Standards A check made to ascertain that the pilot has

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Conformity Check adequate of the routes to be flown and

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aerodromes to be used.
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Initial Operating Line flying under supervision of a Flight Instructor

Experience - IOE to gain experience with the routes and
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(Route training) aerodromes served by the aircraft type. The

period is defined in FTM
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Ready For Check - A check made to ascertain that the pilot has
RFC adequate of the average route structure to be
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flown and of the aerodromes (including alternate)

to be used
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Pilot Proficiency A check performed by Simulator Check Airmen

Check (PPC) every six months
Recency Mandatory requirements that must be fulfilled to
Requalification be qualified for flight duty. Training to requalify.
training
Recurrent Training & Consists of Full Flight Simulator (FFS) and Pilot
Checking Proficiency Check by SIM Check Airmen.
Chapter 5
FLIGHT CREW QUALIFICATION
Pilot-in-Command/Commander
The minimum requirements for the employment are as follows:
(a) Be below 55 years of age with Bachelor’s degree or higher;
(b) Have graduated from a flying school approved by NOK;
(c) Hold a valid ATPL license with at least 4,500 flight hours in total at least
2 years airlines experience;
(d) Hold a valid medical class 1 certificate approved by institute of Aviation
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Medicine, Royal Thai Air Force;
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(e) Have passed a medical examination approved by Institute of Aviation
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Medicine, Royal Thai Air Force
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(f) Hold at least level 4 of the ICAO English language proficiency test;
(g) A military exemption certificated;
or
(h) Have passed a test arranged by NOK
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(i) Have been approved for selection by OS.
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For over 55 years of age, the exemption from this rule is, however, at the
discretion of the Vice President, Flight Operation (OS)
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Pilot relieving the Pilot-in-Command/Commander
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A senior first officer can commence training as a captain when NOK has
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selected him/her for this training. In order to be qualified for such a selection,
he/she shall:
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Hold a valid ATPL license with at least 3,000 over all flight hours and
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1,000 hours for on type fleet

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Have served at least 4 years as a co-pilot commercial airlines.

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Have passed the Evaluation Process.

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First Officer
Pilots with no airline’s experience in the Company shall complete an Airline
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Transition Training Course according to the syllabus published in FTM by

OX. The syllabus shall ensure that the student attains the minimum
nc
requirements for duty as a copilot. The minimum requirements for

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employment as flight officers are as follows:

(a) Be 40 years of age or less
(b) Bachelor’s degree or higher;
(c) Hold a valid CPL or higher from CAAT, with Multi Engine and
Instrument Rating with applicable ICAO standard;
(d) Hold a valid medical class 1 certificate approved by Institutes of
Aviation Medicine, Royal Thai Air Force; 
(e) Have passed a medical examination approved by Institutes of Aviation
Chapter 5
Medicine, Royal Thai Air Force;

(f) Hold at least level 4 of the ICAO English language proficiency test;
(g) A military exemption certificated;
(h) Have passed a test arranged by NOK;
(i) Have been approved by a selection committee by NOK.
Pilot reliving the co-pilot
If the recent experience requirements are not fulfilled, the relief pilot is
restricted to operate in the role of copilot in the cruise above FL 200 (Cruise
ed
relief copilot).
A pilot must not be assigned to operate an airplane as part of the minimum
t
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certified crew, either as pilot flying or pilot non-flying, unless he has carried
out three take-offs and three landings in the previous 90 days as pilot flying
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in an airplane, or in a flight simulator, of the same type.
Before commencing the Initial Qualification Training Course, the trainees
or
shall:
(a) Hold the Air Line Transportation Pilot License (ATPL) or Commercial
d
Pilot License (CPL)
(b) Hold Class 1 Medical Certificate
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(c) Hold Instrument Rating
(d) Hold the B737/DHC-8-400 Type Rating and its currency.
nl
(e) Hold ICAO English Proficiency Certificate (level 4 or higher)

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(f) Newly hired by the Company

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Exemption from these rules is, however, at the discretion of the Vice
President, Flight Operation (OS).
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Pilot under supervision

d
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Qualification Restrictions
(a) After a Base Release, the pilot shall be scheduled for flight duty for no
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less than 30 days before being given vacation or leave of absence.

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(b) When the license holder has passed his 60th birthday, the 12-months
medical examination interval shall be reduced to 6 months. Failure to
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acquire the medical examination at the specified interval will cause

license validity to be expired and will necessitate a renewal according
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to CAAT requirements.
DURING THE FIRST 3 MONTHS:
(a) New promoted P-i-C shall be scheduled with the co-pilot who has
served more than 3 months on aircraft type.
(b) New promoted co-pilot shall be scheduled with the P-i-C who has
served more than 3 months on aircraft type.
System Panel Operator
When a dedicated System Panel Operator is required by the AFM, the flight
Chapter 5
crew must include one crew member who holds a Flight Engineer's (FE)
license or a suitably qualified flight crew member acceptable to the
Authority.
This allows second officers or other suitably qualified pilots to occupy the
FE's seat.
If a Flight Engineer is required, he can only be relieved in flight by another
qualified flight engineer.
If a third pilot, second officer or systems panel operator is carried in place
of a specialized flight engineer then this crew member can be relieved by
either someone similarly qualified or by a flight engineer.
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All Weather Operations (AWO) CAT II/III Qualification Requirements
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To be qualified before conducting CAT II or III operations, flight crew
members shall undertake the appropriate training as follows:
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(a) Flight crew members with no CAT II or CAT III experience must
or
complete the full training program.
(b) Flight crew members with CAT II or CAT III experience (Conversion)
d
may require undertaking  the following:
(i) Abbreviated ground training; and
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(ii) Simulator training—At least successful completion of 8
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approaches and/or landing; or
(iii) Flight training—Where no type-specific simulator is available, at
nl
least successful  completion of 3 approaches including at least

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1 go-around is required on the aircraft.

(c) Following the simulator or flight training, Route Introduction (R/I) or
d
Line Flying Under Supervision (LIFUS) must be flown simulated

according to the listed number of landings given below:
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For CAT II—When a manual landing is required, a minimum of 3

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landing from autopilot  disconnect. For aircraft certified for an

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auto land, this requirement is disregarded.

For CAT III—A minimum of 3 auto lands, except that only 1 auto
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land is required when the  Simulator training or Flight training

above has been carried out.
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Note: Simulated CAT II/III shall be carried out when actual weather report
is at or above CAT I minima. Details are included in FTM
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Chapter 5
TCAS
The TCAS course requires academic knowledge and is fully integrated in
the type rating course. Details are included in FTM.
PBN
The PBN course is an academic and knowledge related course. Details are
included in FTM. The content of the training is part of the granted operation
approval.
Route and Aerodrome Qualification
General
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A pilot shall have adequate knowledge of the route and aerodrome to be
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flown before serving as the P-i-C on such route and aerodrome.
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Normally, Copilot is qualified by self-briefing using published material.
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Route and aerodrome competence qualification shall be revalidated by
operating on a route in the group or to an aerodrome in the group within the
or
period of validity, prescribed in Table below.
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Change of aircraft type requires no re-qualification regarding Route and
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Aerodrome Qualification. Deviations from the following regulations may be
approved by OS.
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Qualification Validity
The period of validity of the route and aerodrome qualification is 12 calendar
nl
months in addition to the remainder of the month of qualification, or the

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month of the latest operation.

Operation on the route or to the aerodrome within the previous period of
d
validity revalidates route and aerodrome competence qualification.

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If revalidated within the final 3 calendar months of validity of a previous

qualification, the period of validity is from the original expiration date plus
d
12 months.
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Route Qualification
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In order to ensure that a pilot has adequate knowledge of a route to be

flown, Flight Operations will decide the training required for each individual
on
route. The following conditions must be taken into consideration:

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Terrain and minimum safe altitude;

Seasonal meteorological conditions;
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Meteorological, communication and air traffic facilities, services and

procedures;
Search and rescue procedures; and
Navigational facilities pertaining to the route on which the flight is to
take place.
Chapter 5
Route Classification
The routes are classified into 2 different groups— “less complex routes” and
“more complex routes”— based upon the level of facilities serviceability,
procedures, weather conditions and area of operations.
Less complex routes
The criteria to be considered as “less complex routes” are given
hereunder:
(i) Standard navigational facilities and air traffic services;
(ii) Standard communication and reporting procedures;
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(iii) No special terrain problem; and
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(iv) Normal en route weather conditions.
All routes, except those classified as “more complex routes”, are classified
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as “less complex routes”.  
or
More complex routes  
The criteria to be considered as “more complex routes” are as follows:
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(i) de
Navigational facilities/equipment or procedures that require in-
flight experience; and /or
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(ii) Communication or reporting procedures that require in-flight
experience; and/or  
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(iii) Terrain problems that require in-flight experience; and/or  

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(iv) Meteorological conditions that require in-flight experience.

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The following routes are classified as “more complex routes”: 

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All flights operation above high terrain in China. Refer to Appendix B

for Special Operating Procedure.
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Route Qualification Requirement

Depending on the complexity of the routes, the methods of familiarization
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to attain route qualification are as follows:  

on
Less complex routes 

Self-briefing with routes documentation or by means of programmed
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instruction is considered to be qualified for such route.  

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More complex routes 

To be qualified for flight operations on “more complex routes” stated
in Route Classification above, the P-i-C shall have his in-flight
familiarization under supervision or have familiarized in an approved
simulator using the database appropriate to the route concerned.  
Chapter 5
Aerodrome Qualification
In order to ensure that a pilot has adequate knowledge of an aerodrome
to be flown, Flight Operations will decide the training required for an
individual aerodrome. The following conditions must be taken into
consideration:  
Influence of the terrain and obstructions on approach and departure
procedures;  
Similarity of the instrument approach procedures and letdown aids to
those with which the pilot  is familiar;  
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Influence of marginal runway dimensions and aircraft performance
limitations;  
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Reliability of meteorological forecasts and probability of difficult
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meteorological conditions;  
Adequacy of available aerodrome information;  
or
Nature of air traffic control procedures and familiarity of the pilot with
such procedures;  
d
de
Influence of route conditions including terrain, navigational aids and
air/ground communication  facilities;  
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Practicability of enabling the pilot to familiarize himself with unusual
approach, departure, or  en route feature by the use of ground
nl
instruction, synthetic training aids or adequate self-study material.

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Chapter 5
Aerodrome Classification
CATEGORY REQUIREMENTS
An aerodrome which satisfies all of the following requirements:

- An approved instrument approach procedure;  
- At least one runway with no performance limited procedure for
GROUP A take-off and/or landing;  
- Published circling minima not higher than 1,000 feet above
aerodrome elevation;
ed
- Night operations capability.  
t
in
An aerodrome which does not satisfy the Group A requirements, or
which requires extra considerations such as:
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- Non-standard approach aids and/or approach patterns; or  
or
GROUP B - Unusual local weather conditions; or  
- Unusual characteristics or performance limitations; or  
d
de
- Any other relevant considerations including obstructions, physical
layout, lighting, etc.
oa
An aerodrome which requires additional considerations to a Group
B aerodrome, such as:
nl
- Being surrounded by mountainous terrain, which need special

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GROUP C
approach and missed  approach procedures
d
- Influence of significant wind shear and turbulence in the

approach areas.
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GROUP E An Emergency Aerodrome which required for emergency situation.

d
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Aerodrome Qualification Requirements

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The aerodrome familiarization requirements for the P-i-C to attain

aerodrome qualification of each aerodrome group are as follows:
on
Group A - No requirement.
Group B and Group C - Refer to OM-A 5.4.10, Use of Aerodrome of
nc
Group B and C
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Group E - As approved by P-i-C.
Chapter 5
Operation on more than one type of variant

(a) A pilot may commence training on a new aircraft type when he has been
selected for such training by VP of flight training (OX).
(b) No pilot shall be transferred to a new aircraft type and/or upgraded or
promoted when he is 55 years of age or more.
(c) When a pilot is transferred to one aircraft type, he shall normally perform
duty in that aircraft type for at least one year before being transferred to
another aircraft type.
Exemption from these rules is, however, at the discretion of the Vice
ed
President, Flight Operation (OS).
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in
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or
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de
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nl
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Chapter 5
CABIN CREW QUALIFICATION
Each cabin crewmember shall complete appropriate training as specified

below, before undertaking duties.
Initial training
Conversion training
Familiarization flights
Cabin Leader (CL)
Details of Cabin Leader Qualification refer to CCM 1.5
t ed
Senior Cabin Crew (SCC)
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Details of Senior Cabin Crew Qualification refer to CCM 1.6
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Cabin Crew (CC)
or
Details of Cabin Crew Qualification refer to CCM 1.7
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de
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Chapter 5
TRAINING, CHECKING AND SUPERVISION
Flight Crew
Courses and syllabi at Flight Crew Training Department are based on CAAT
requirements and details in FTM. Pilots will be categorized as indicated
below:
P-i-C
Prior the assignment as a P-i-C, a pilot must have Captain’s
qualification and Route/Area qualification.
ed
Captain (FC)
Prior to assignment as a Captain, a pilot must;
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in
Have Airline Transport Pilot License requirements as specified by
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CAAT.
Have Type Rating License approved by CAAT and meet whole
or
training requirement.
First Officer (FO)
d
(i)
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Prior the assignment as a First Officer, a pilot must;
Have Commercial Pilot License or Airline Transport Pilot
oa
License requirements as specified by CAAT.
(ii) Have Type Rating License approved by CAAT and meet whole
nl
training requirement.
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Training Requirement - Initial/Conversion to Aircraft Type

Refer to OM-D 2.1.3, 2.1.4, 2.1.6 and FTM 4.1.1 for curriculum topics to be
d
contained in the initial/conversion training course.

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Ground Training
d
A syllabus provided in FTM 4.1.1 shall ensure that the trainee has
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adequate knowledge of operating procedures, and of the technical

performance flight planning and loading aspects of the aircraft type
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concerned.
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Flight Simulator Training

Aircraft Type Training comprises CPT, FPT, FFS including PPC and
nc
aircraft training (School Flight) including license check (PPC - Aircraft)

by CAAT. A syllabus provided in FTM 4.1.1 shall ensure that the
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trainee has adequate experience of the aircraft handling and flying

characteristics under normal, emergency and extreme flight
conditions.
School Flight
Upon completion of Flight Simulator Training, the trainee shall receive
School Flight according to the syllabus provided in FTM 4.1.1.
Chapter 5
Upon satisfactory completion of the aircraft training (School Flight)

and license check (PPC - Aircraft) by CAAT, the flight instructor
concerned will give the trainee a Release for Initial Operating
Experience (IOE) on the respective aircraft type.
If the candidate’s performance is deemed unsatisfactory, it shall be
advised to give him/her additional aircraft training and/or flight
simulator training before being released for IOE.
Note: on MERLOT shall be indicated in the subsequent crew schedule
for the trainee concerned after such Release for IOE.
Initial Operating Experience (IOE)
ed
Upon completion of School Flight, the trainee shall receive IOE from
t
assigned instructor according to the syllabus provided in FTM 4.1.1.
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Release for PPC
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When the three Instructor of the aircraft type concerned deems that
the trainee performance is satisfactory to be qualified on the
or
respective aircraft type, he will be given a Ready For Check (RFC), by
which he will be released for License Check (PPC - Aircraft) by CAAT.
d
Base Release de
After a satisfactory License Check by CAAT, he shall be released for
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regular duty on the aircraft type concerned. Chief Operating Officer
(PO) shall immediately be informed of the date of release.
nl
If the trainee performance is deemed unsatisfactory, Refer to FTM

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3.14 for more information.

Training Requirement - Upgrade Training (FO)
d
Refer to OM-D 2.1.3, 2.1.4 and FTM 4.6 for curriculum topics to be
if
contained in the upgrade training course.

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Ground Training
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A syllabus provided in FTM 4.6 shall ensure that the candidate is

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adequately qualified to assume the duties and responsibilities as P-i-

C of the aircraft type concerned. Particular emphasis shall be laid on
PIC’s authorities, the Company’s organization and policy, passenger
on
relations and other points relating to the responsibility.

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Aircraft Type Training comprises CPT, FPT, FFS including PPC and
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aircraft training (School Flight) including license check (PPC - Aircraft)

by CAAT. A syllabus provided in FTM 4.6 shall ensure that the trainee
has adequate experience of the aircraft handling and flying
characteristics under normal, emergency and extreme flight
conditions.
School Flight
Upon completion of Flight Simulator Training, the trainee shall receive
School Flight according to the syllabus provided in FTM 4.6.
Chapter 5
Upon satisfactory completion of the aircraft training (School Flight)

and license check (PPC - Aircraft) by CAAT, the flight instructor
concerned will give the trainee a Release for Initial Operating
Experience (IOE) on the respective aircraft type.
If the trainee’s performance is deemed unsatisfactory, it shall be
advised to give him/her additional aircraft training and/or flight
simulator training before being released for IOE.
Initial Operating Experience (IOE)
Upon completion of School Flight, the trainee shall receive IOE from
assigned instructor according to the syllabus provided in FTM 4.6
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Release for PPC
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When the Training Manager or Chief of Flight Instructor or Chief Pilot
deems that the trainee performance is satisfactory to be qualified on
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the respective aircraft type, the trainee will be given a Ready For
Check (RFC), by which he will be released for License Check by
or
CAAT.
Base Release
d
de
After a satisfactory License Check by CAAT, he/she shall be released
for regular Captain duty on the aircraft type concerned. The Director
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Flight Operations shall immediately be informed of the date of release.
If the trainee’s performance is deemed unsatisfactory, refer to FTM 3.14
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Training Requirement – Recency Training

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Refer to OM-D 2.1.3, 2.1.4 and FTM for curriculum topics to be contained
in the recency course.
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Ground Training
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A syllabus provided in FTM 4.5 shall ensure that the candidate is

d
adequately qualified to assume the duties and responsibilities as

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Flight Crew of the aircraft type concerned. Particular emphasis shall

be laid on PIC’s authorities, the Company’s organization and policy,
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passenger relations and other points relating to the responsibility.

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Aircraft Type Training comprises FFS including PPC - Simulator

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checked by the Company’s Check Airmen or CAAT. A syllabus

provided in FTM 4.5 shall ensure that the trainee has adequate
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experience of the aircraft handling and flying characteristics under

normal, emergency and extreme flight conditions.
Base Release
After a satisfactory PPC - Simulator Checked by the Company’s
Check Airmen or CAAT, he/she shall be released for regular crew duty
on the aircraft type concerned. The Director Flight Operations shall
immediately be informed of the date of release.
If the trainee’s performance is deemed unsatisfactory, refer to FTM
3.14
Chapter 5
Training Requirement - Senior First Officer Qualifications

Requirement
A First Officer holding ATPL License will be entitled to Senior Copilot
position provided that the following conditions are fulfilled;
Hold ATPL License
A minimum of consecutive 3 years’ serving for the Company as a First
Officer (Base Release)
Fly with NOK AIR minimum 1,800 Hrs.
Satisfactorily performed the assigned PPC and high rating from
ed
superiors.
No violation against the Company’s rule (NOK Regulation of Conduct,
t
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OM, SOP etc.) and highly dedicate himself/herself to serving for
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the Company. (By OS Meeting)
Passed Command Course and Passed Examination
or
Passed 1 SV Check Flight With Supervisory Pilot
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Approved by FO meeting
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Apart from these requirement the individual pilot must be concurred in
FO Meeting
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Training Requirement -Right Hand Seat
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Refer to FTM 4.1.4

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Initial Qualification Training

Right Hand Seat Qualification training must comprise at least 1 FST
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(not including the Check session) as the PF, which include Normal,
Non-normal, and Emergency Procedures for both VFR and IFR
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conditions as listed below;

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(i) Cockpit Preparation, engine start, after start  

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(ii) Taxi  
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(iii) Normal takeoff  

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(iv) Takeoff or T/G with engine fail (simulated) at V2  

ILS approach (with or without FD) & T/G (all engine)  
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(v)
(vi) ILS approach (with or without FD) & T/G (one engine simulated
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failure)
(vii) Visual circuit approach & T/G (all engine)  
(viii) Visual circuit approach & T/G (one engine simulated failure)  
(ix) Go-around (all engine)  
(x) Go-around (one engine simulated failure)  
(xi) Non-precision approach  
Chapter 5
Pilot Proficiency Check (PPC)

Flight Crew Members who apply for the Right Hand Seat Qualification,
they must be checked by the Check Airman on items as listed below;
Subjects will be chosen among below;
(i) Cockpit preparation, engine start, after start  
(ii) Taxi  
(iii) Normal Take-Off  
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(iv) Take-Off or T/G with engine fail at V2
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(v) ILS approach (with or without FD) & T/G (all engine)
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(vi) ILS approach (with or without FD) & T/G (1 engine fail)
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(vii) Visual circuit approach & T/G (all engine)  
or
(viii) Visual circuit approach & T/G (1 engine fail)  
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(ix) Go around (all engine)
(x) Go around (1 engine fail) de
(xi) Non precision approach
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Recurrent Training / Check
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In order to maintain currency, Flight Crew Members who have passed

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Right Hand Seat Qualification PPC must take another PPC within 4
and 8 months period. Items 1-11 on Right Hand Seat Qualification
PPC Record (2,5,7 are mandatory) must be performed.
d
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Training Requirement - Low Visibility Operating Procedure (LVOP)

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Qualification
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General
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Refer to FTM 4.2.2

Flight crew members with no experience in Category II or III operations
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must satisfy the training requirements contain in AOCR Appendix U.

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The Company Operations Specifications authorize certain low visibility

takeoff and landing operations provided that crew members are
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appropriately trained and qualified. The objective of this special curriculum

segment is;
To qualify all pilot crew members for lower than standard minimums
on takeoffs and,
To qualify P-i-C to conduct an instrument approach procedure when
visibility conditions are reported to be less than published CAT I
minimums.
Ground Training
General information, briefing and reviewing of the Company Low Visibility
Chapter 5
Operations Qualification program should include, as a minimum, approach

light systems, runway marking and lighting requirements and runway length
requirements. Other information that should be covered in Ground Training
includes the following:
Understanding why and when low visibility procedures are enforced
Understanding the requirements which affect you  
Relating the common operating minima to each category of operation
Recognizing which areas of the airport are under ATC control  
Recognizing the responsibilities of ATC during low visibility operations
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Learning about the systems used for surface movement, guidance
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and controls  
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Correctly identifying runway and taxi-way lighting
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Correctly identifying painted markers and signs
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Learning the significance of ILS sensitive and critical areas
Correctly locating the obstacle-free zone  
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Understanding the tolerances of ILS in low visibility operations  
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Discovering the factors that affect the visual segment in low visibility
operations  
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Identifying the factors that may cause visual disorientation  

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Learning how low visibility may lead to misinterpretation of the visual

segment  
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Learning the definition of visual segment  

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Finding out how low visibility conditions affect your aiming point  
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Understanding how delays can affect flight operations  

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Describing the effects of certain types of weather  

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Recognizing the factors affecting critical decisions during takeoff,

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approach and landing phases  

Taking appropriate actions if a failure occurs during approach in low
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visibility conditions.  
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Understanding the effects of critical aircraft systems in different

phases of flight.  
Recognizing the significance of tracking tolerances in low visibility
conditions.  
Equipment requirement for CAT II, III operations, including MEL and
DDG.
Other relevant factors, i.e., visual cues on approach, undershoot, crew
responsibilities.  
Chapter 5
Review of “Transition to Landing” problems (visual simulator training

using position freeze may  be substituted).  
Procedure for autopilot coupled approach (as applicable).  
Go-around standards and procedures.  
Review of the Company CAT II Operations Specifications (when
completed and approved)
Initial Training / Check
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FC and FO will be assigned Ground Training for LVOP prior to Simulator
Training and Check. Upon completion of the Ground Training, 4 hours of
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Simulator Training (FST) will be assigned.
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Upon completion of the Simulator Training (FST), Pilot Proficiency Check
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(PPC) will be assigned and FC and FO shall perform satisfactorily, then will
be certified by a Check Airman as being qualified for Company Low Visibility
or
Operations. This certification should be made as part of the PPC. The CAT
II, III Qualification Training Record must be filled out.
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Simulator Training Syllabus
Refer to FTM for more information.
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LVOP PPC
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LVOP Pilot Proficiency Check (PPC) shall be added in Pilot Proficiency

Check (PPC) to maintain their qualification.
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FC and FO shall satisfactorily demonstrate proficiency in takeoffs and

landing in LVOP. Upon completion of the Ground Training, PPC will be
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assigned and FC and FO shall perform satisfactorily, then will be certified

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by a Check Airman as being qualified for Company Low Visibility

Operations. This certification should be made as part of the Pilot Proficiency
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Check (PPC). The CAT II, III Qualification Training Record must be filled
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out.
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For FC and FO’s qualification, satisfactory completion of items below are

required: Three takeoffs in low visibility condition below;
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LOW VISIBILITY NORMAL TAKEOFF

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LOW VISIBILITY TAKEOFF WITH ENGINE FAILURE AT V1.

REJECTED TAKEOFF
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Three ILS approaches to Decision Height using the Automatic Flight

Director System (AFDS) below;
MISSED APPROACH DUE TO SYSTEM FAILURE
MISSED APPROACH DUE TO VISUAL LOSS WITH ENGINE
FAILURE
NORMAL LANDING
Chapter 5
Recurrent Training / Check

In conjunction with the normal proficiency checks, a pilot should confirm his
knowledge and ability to perform the tasks associated with the particular
category of operation for which he is authorized, including LVTO in RVRs
below 150m (below 200m for Category D aeroplanes). The required
number of approaches to be conducted during such recurrent training
should be a minimum of two, one of which should be a missed approach
and at least one low visibility take-off to the lowest applicable minima. The
period of validity for this check should be 12 months including the remainder
of the month of issue.
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For Category III operations, the Company should use a flight simulator
approved for Category III training.
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Training Requirement - RNP/RNAV, RVSM, TCAS, PBN and ADS-B
Qualification
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Initial Training according to FTM 4.2.1
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The Special Course is required in Initial Training for every pilot prior
to being released to line operation according to FTM 4.2.1
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Recurrent Training The Special Course is required in Recurrent
Training according to FTM 4.2.1
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Training Requirement - Route and Aerodrome Qualification
Refer to OM-D 2.3 and FTM 4.2.3 for curriculum topics to be contained in
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the route and Aerodrome training course.

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In order to ensure that a fligh crew has adequate knowledge of an

aerodrome to be flown, Training Division will decide the training
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required for an individual aerodrome. The following conditions must

be taken into consideration:
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Influence of the terrain and obstructions on approach and departure

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procedures;  
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Similarity of the instrument approach procedures and letdown aids to

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those with which the fligh crew is familiar;  

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limitations;
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Reliability of meteorological forecasts and probability of difficult

meteorological conditions;  
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Adequacy of available aerodrome information;  

Nature of air traffic control procedures and familiarity of the fligh crew
with such procedures;  
Influence of route conditions including terrain, navigational aids and
air/ground communication  facilities;  
Practicability of enabling the fligh crew to familiarize himself with
unusual approach, departure, or en route feature by the use of ground
instruction, synthetic training aids or adequate self study material.
Chapter 5
Use of Aerodrome of CAT B and C

Use Of Aerodrome CAT B
Prior to operating to Category B aerodrome, the P-i-C shall be briefed; or
self-briefing by means of programmed instruction on the Category B
aerodrome(s) concerned and should certify that he has carried out those
instructions.
Use Of Aerodrome CAT C
Prior to operating to Category C aerodrome, the P-i-C shall be briefed and
visit the aerodrome as an observer; or undertake instruction in a flight
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simulator approved by the authority for this purpose.
CAT C Aerodrome Qualification
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Qualification within the preceding 12 calendar months, the P-i-C shall:
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(a) Undertake an entry to that airport as a flight crew member;
(b) Use a pictorial means acceptable to that airport administrator; or
or
(c) Make an entry while occupying the flight deck observer seat of qualified
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aircraft type and monitor radio communications.
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Route and Aerodrome Qualification Requirement
A pilot shall have adequate knowledge of the route and aerodrome to be
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flown before serving as the P-i-C on such route and aerodrome. Normally,
Co-pilot is qualified by self-briefing using published material.
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Qualification Validity
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The period of validity of the route and aerodrome qualification is 12 calendar

months. Operation on the route or to the aerodrome within the previous
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period of validity revalidates route and aerodrome competence

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qualification.
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Route
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Route competence training includes knowledge of:

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Terrain and minimum safe altitude  

Meteorological conditions  
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ATS facilities and procedures  

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Search and rescue procedures  

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Navigational facilities associated with the route  

Routes are classified into 2 different groups, Less complex and More
complex routes, based upon the level of facilities serviceability, procedures,
weather conditions and area of operations.  
Aerodrome
In order to ensure that a pilot has adequate knowledge of an aerodrome to
be flown, Flight OPS will decide the training required for each aerodrome.
The  following conditions must be taken into consideration:  
Chapter 5
General topography, obstacles, minimum safety altitudes  

 limitations
Reliability of meteorological forecast and difficulty of meteorological
 conditions  
Adequacy of aerodrome facilities.  
(i) Depending upon the complexity, aerodromes are classified in
categories from A to C. Category A is given to the least
demanding aerodrome, Category B and C are applied to more
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demanding aerodromes.  
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(ii) Qualification records shall be maintained for all applicable pilots
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indicating their current qualifications on routes and
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aerodromes.
Training Requirement - Crew Resource Management (CRM)
or
Qualification
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Refer to OM-D 2.1.1 and FTM 4.2.6 for curriculum topics to be contained in
the CRM training course. de
Initial CRM Training
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The Initial CRM course is required for every pilot prior to being released to
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line operation.
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Recurrent Training
The Recurrent CRM course is required every 12 months. The Company will
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use e-learning system as a primary training method for our crewmember.

In the event of e-learning system not available, manual instruction arranged
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by Flight Training Division shall be the alternative.

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Training Requirement - Dangerous Goods (DG) Qualification

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Refer to FTM 4.2.5

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Training
The Initial DG course is required for every pilot prior to being released to
on
line operation.
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Recurrent Training
The Recurrent DG course is required every 24 months. The Company will
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use e-learning system as a primary training method for our crewmember.

In the event of e-learning system not available, manual instruction arranged
by Flight Training Division shall be the alternative.
Chapter 5
Training Requirement - Aviation Security Procedures Qualification

Refer to FTM 4.2.4
Initial Training
The Initial Security Procedure Training is required for every crewmember
prior to being released to line operation.
Recurrent Training
The recurrent training shall be added in the recurrent training programmed
every 12 months. The Company will use e-learning system as a primary
training method for our crewmember. In the event of e-learning system not
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available, manual instruction arranged by Flight Training Division shall be
the alternative.
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Note: The Security Procedure Training Program refer to Security
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Manual (SEM) Chapter 1.4: TRAINING PROGRAM
Training Requirement - Safety And Emergency Procedure (SEP)
or
Qualification
Refer to OM-D 2.1.2 and FTM 4.2.7 for curriculum topics to be contained in
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the SEP training course.
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Each crewmember shall undergo training and checking on the location
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and use of all emergency and safety equipment carried. Emergency and
safety equipment training is part of conversion and recurrent training.
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Initial Training
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The Initial Security Procedure Training is required for every crewmember

prior to being released to line operation.
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Recurrent Training
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Every year, the use of life jacket, safety equipment and location,
security procedures will be reviewed.
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Every year the operations of firefighting equipment, doors and slides

will be practiced.
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Every 2 years the use of life rafts will be practiced. The period of
validity of an Emergency and Safety Equipment check is 12 calendar
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months from the expiry date of the previous emergency and

equipment check. Emergency and Safety training will take place in
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conjunction with cabin crew, to emphasize on coordinated procedures

and two-way communication between the flight deck and cabin.
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Training Requirement - Cabin Crew

Refer to OM-D 2.1.9, 2.1.10 and 2.1.11 for curriculum topics to be contained
in the Cabin Crew training course.
Details of Cabin Crew Training are provided in CCM and CCTM.
Chapter 5
OTHER OPERATIONS PERSONNEL
All personnel assigned to, or directly involved in Operations shall;

Be properly instructed;
Have demonstrated their abilities in their particular duties; and
Be aware of their responsibilities and the relationship of such duties
to the operation as a whole.
Details of training for other operations personnel are provided in Flight
Dispatch Manual (FDM), Ground Taining Manual (GTM), Technical Training
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Manual (TTM), Security Manual (SEM) and Safety Management System
Manual (SMM).
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Chapter 5
REPORTING FORM
Captain Candidate Evaluation Report

Captain Candidate Evaluation Report form shall be used when a First
officer is scheduled with an evaluator pilot for the purpose of evaluating
before he is appointed a captain candidate.
The form is available at Flight Standard and Safety (OK). It is the duty of
the Flight Standard and Safety (OK) to distribute this form to the flight safety
officer undergoing evaluation, and it is the duty of the pilot under evaluation
to ensure that the form is completed whenever flying with the evaluator
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pilots.
The clarification of items to evaluate and grading instructions are shown in
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in
the form.
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The “Remarks” space is intended for comment on the standard of the pilot
under evaluation. The completed form shall be signed by the evaluator pilot
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and returned directly to the Flight Standards and Safety Department (OK)
soonest after the flight.
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The report shall be kept in pilot’s personal files at OX office after
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evaluation completion (till the end of pilot career). Refer to Appendix C
Operation Forms
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Route and Aircraft Experience Report
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The report shall be completed by a pilot flying as captain candidate, copilot,

or supernumerary pilot for the purpose of gaining practical experience in
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route. Aerodromes or the aircraft type.

The form is available at Crew Training (OX) and Pilot Administration (OV).
d
It is the duty of the Pilot-trainee/Pilot to carry the form on the flights and to
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ensure that it is correctly completed.

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The completed report shall be the basis of qualification for release and shall
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be presented to the releasing pilot before the release flight.

If a release flight is not requires, the report shall be returned to the chief
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pilot concerned when the training is completed. The report shall be kept in
file at OX till the end of pilot career. Refer to Appendix C Operation Forms
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Chapter 5
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Intentionally
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Blank
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Chapter 6
Crew Health Precautions
6 CREW HEALTH PRECAUTIONS

A crew member’s sickness/illness, his feeling unwell/indisposed or the

impairment of his senses and reflexes by narcotics, drugs or
pharmaceutical preparations/medicaments have quite often contributed to
incidents and accidents. Therefore, crew health is of the highest importance
and has direct impact upon flight safety.
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Essentially, all therapeutically effective drugs can produce undesirable,
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toxic and potentially dangerous side effects. Therefore, as a general policy,
in
flight crews should avoid the use of any medication while on flight duty.
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Although many private physicians can properly advise the crew member,
most physicians are not trained in aviation medicine; therefore, it is
or
desirable to clear all medication use with CAAT Approved.
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Alcohol and Other Intoxicating Liquor
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Under no circumstances may any crewmember consume alcohol in any
form within 12 hours of commencing flight duty or standby until the end of
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the flight duty or standby.
nl
Crewmembers must not commence a flight duty period with a blood alcohol
level in excess of 0.2 grams per liter.
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Furthermore alcohol of any type shall not be consumed while in uniform in

public places or during travel duty as non-operating crew member
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(Deadhead, Positioning).
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Flying while under the influence of alcohol is strictly forbidden. It is

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recommended that a 24-hour period should be allowed between the last

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drink and take-off time. However, the percentage of alcohol in the blood
must be 0.02 or less at the latest 8 hours prior to flight duty or standby duty.
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Therefore, any consumption of alcohol within 12 hours before such duty is

strictly prohibited.
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Flight crewmembers/cabin crewmembers shall not consume alcoholic

beverages while in uniform. It is the duty of all crew members to warn their
nc
colleagues to always comply with the above regulation.

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Chapter 6
Social drug use other than Alcohol
Use of any of the so-called social drugs, such as marijuana (in any form).
Hallucinogenic (LSD, etc.), stimulants and non-therapeutic narcotics is
strictly prohibited, and will result in immediate termination from the flight
duty. Appropriate disciplinary action will be taken.
Sedatives, Sleeping Pills, Tranquilizers
Crew members should not undertake flying duties while under the influence
of any drug that may adversely affect performance.
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Pilots should know that many commonly used drugs have side effects liable
to impair judgement and interfere with performance.
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Ideally crewmembers should not fly on duty whilst taking any medication.
When in doubt pilots should contact the medical department to establish
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whether medication being taken precludes flight duties or not.
or
The following are some of the types of medication in common use which
may impair reactions. There are many others and when in doubt a pilot
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should consult the medical department.
(a) Hypnotic (sleeping tablets)  de
Use of hypnotics must be discouraged. They may dull the senses,
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cause confusion and slow reactions. 
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On rare occasions, the use of sleeping pills may be considered

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necessary. However, only mild and short-acting pills are authorized, if

prescribed by the Company’s doctor for such use. No sleeping pills
shall be taken within 9 hours before flight duty. 
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Note: There are several other medicines that are not compatible with flight
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duty. To confirm the possibility of side effects, aviation medical expert

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advice may be needed.

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(b) Antihistamines
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Antihistamine pills should not be taken within 24 hours before flight

duty due to possible side effects.
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All antihistamines can produce side effects such as sedation, fatigue

and dryness of the mouth. Quite commonly they are included in
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medication for treatment of the common cold, hay fever and allergic
rashes or reactions. Some nasal sprays and drops may also contain
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antihistamines. Antihistamine preparations are included in various

medicines such as pills against air and sea sickness, pills for allergic
diseases and also in medicine against common colds. However, mild
antihistamines, such as brompheniramine or dexchlorpheniramine,
may be prescribed by aviation medical expert for use during flight
service.
Chapter 6
Use of Psychoactive substances:

The followings are deemed to be psychoactive substances:
(a) Alcohol.
(b) Opioids. (e. g. Heroin, Dope, Morphine, Codeine, Opiate, Poppy leaf,
Sleep inducer, Tar, Energy drink etc)
(c) Cannabinoids. (e. g. Marijuana, Chorus, Hashish, Gaza etc.) 
(d) Sedatives and hypnotics, (e. g. Diazepam, Easium, Dormicam etc) 
(e) Cocaine and other stimulants (except caffeine) 
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(f) Hallucinogens. (Morphine, Cocaine, Amphetamine, Heroin etc
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(g) Volatile solvents. (Ether, Halothane)
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(h) Mood changing drug (Cough expectorant, syrup- Tusca, Adovas,
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Expotent, Honeycol etc)
or
The policy of the use of Psychoactive substance are as follows :
(a) No flight crew member shall occupy any flight crew seat in the flight
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deck nor shall they manipulate any controls of the aircraft while under
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the influence of psychoactive substances.  
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(b) No flight crew member shall be assigned any duty if such flight crew
member is suspected to be problematic users of the psychoactive
nl
substances.  
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(c) Personnel who are identified as engaging in any kind of problematic

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use of psychoactive substances will be removed from safety critical

functions.
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Necessary disciplinary action according to NOK regulations shall be taken

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against any flight crewmember violating the above. It might result in the
termination of his employment in NOK
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All rules and regulations related to psychoactive substances of CAAT shall

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be complied with.
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Antihistamines
There are dozens of prescription and over-the-counter preparations of

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antihistamines. These drugs may be included in combination drugs or

alone. Some combination drugs may include reference on the package to
the generic chemical name of an antihistamine but not identify it specifically
as an antihistamine preparation on the label. Most allergies, cold and some
cough medications contain antihistamine. These drugs can cause impaired
thinking, dizziness and impaired vision.
Chapter 6
Antibiotics
With few exceptions, if an illness requires an antibiotic, the crew member is

not fit to fly. Special situations of continued antibiotic use may be safe to
use after specific approval by CAAT approved physicians.
Anti-Diabetic Or Hypoglycemic Drugs
A crew member with “maturity onset diabetes” may be approved for flight
duty if the blood sugar is controlled by diet alone.
Immunisation
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Medical advice is to be sought concerning the period to be observed before
returning to flying duties following immunisation
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All crewmembers are responsible for the validity of their vaccination
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certificates. All data concerning the period of validity of a vaccination are
given in the respective document. All crewmembers shall present their
or
vaccination certificates to the appropriate authorities when required to do
so
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Deep-sea Diving
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A crew member shall not perform duties on an airplane following deep sea
diving except when a reasonable time period has elapsed.
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Flying in pressurized airplane after deep diving can result in the bends
nl
(decompression sickness). A crewmember should not practice deep diving

to a depth exceeding 10 meters within 48 hours before a flight assignment.
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Blood Donations
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(ICAO Doc. 8984-AN/895, Manual of Civil Aviation Medicine, Part V—

Aviation Medical Training, Chapter 3—Medical Facts for Pilots)
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 Flight crewmembers/cabin crewmembers should, as a rule, not be blood

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donors. If, in case of emergency, blood has been given, flight duty is not
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permitted within 72 hours. (Regulated by the Institute of Aviation Medicine,

RTAF.)  
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If in doubt, consult appropriate aviation medical expert before resuming

on
flight duty.  
Meal Precaution prior to and during flight
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Cases of acute food poisoning in the air continue to occur sporadically and
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surveys of incapacitation of flight crew in flight show that of these cases,

gastro-intestinal disorders pose by far the commonest threat to flight safety.
No other illness can put a whole crew out of action so suddenly and so
severely, thereby immediately and severely endangering a flight, as food
poisoning.  
Any food, which has been kept in relatively high ambient temperatures for
several hours after preparation, should be regarded with extreme suspicion.
This applies particularly to the cream or pastry, which is commonly part of
a set airplane meal. The re-heating process usually used in airplane for the
main course of a meal rarely destroys food poisoning organisms and the
Chapter 6
toxins they produce. These toxins are tasteless and cause no unpleasant
odours.  
Since the most acute forms of food poisoning frequently come on suddenly
1–6 hours after contaminated food is eaten, common sense rules should
be observed as far as practicable in respect of meals taken within 6 hours
of a flight.  
For any crewmember, before and during flight it is essential to avoid eating
easily perishable foods as well as foods and drinks served cold. This is most
important with milk and cream products, mayonnaise, sauces, salads, meat
pies, other meat products and every kind of seafood salads.
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In order to eliminate, as far as possible, the risk of food poisoning, the
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captain and first officer should not partake of the same dishes before or
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during a flight.
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Symptoms and treatment of poisoning  
If there is a symptom of food poisoning, take carbonized tablets, drink
or
tea (without sugar) and mineral water to compensate for dehydration
caused by vomiting and diarrhoea. If symptoms are severe and
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continue for more than 1–2 days, or in case of high fever, contact
doctor as soon as possible.  
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Crew meals during flight service  
As a Company’s policy for the safety of flight, allowance shall be
nl
provided for crew to purchase their meal.  

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Meal consumption
Flight crew shall have regular crew meals during flight service. The
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period between two meals must not exceed 6 hours. At least one hot
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meal shall be served during a service of 12 hours. Only under

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exceptional circumstances may the P-i-C decides to deviate from this

rule. Flight service should never begin on an empty stomach.
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Two flight crew members occupying the pilot seats shall not have their
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meals simultaneously. Light snacks and coffee, etc. can, at the P-i-
C’s discretion, be taken at the same time.
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Different hot meals shall be served to the captain and copilot during
flight duty. Preference should be given to a simple meals which do not
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require complicated preparation.

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Note: In order to avoid any detriment to a crewmember’s performance,

opportunities to consume a meal shall be arranged when FDP
exceeds 5 hours.
Chapter 6
Diurnal Rhythm
It is a well-established fact that our bodies have a diurnal cycle or rhythm.
This means that our chemical, psychological and physiological activities are
high during our normal waking hours, and are low during our normal
sleeping hours. They reach the lowest point at about 4 a.m. When we fly
across time zones, that is either east-west or west-east, we may interrupt
our diurnal cycle. However, there is no proof that this is harmful to our health.
 To minimize the tiring effects of interruption to our day-night biological cycle
we should:
When away from home, adhere as much as possible to the home time
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for sleeping, eating and  bowel function;  
Take adequate rest before flight;  
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Eat light snacks at three or four hourly intervals to increase alertness.
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or
Fatigue (Sleep And Rest)
Any crew member shall not commence a flight duty or continue a flight duty
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after an intermediate landing if he/she is aware that he/she is too fatigued
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or will be too fatigued before next landing. Also, complete “Safety and
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Security Report” in the category of Fatigue Report. Then submit to Safety
Service Office (PV) or via email: safetyreport@nokair.com.
nl
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The basic responsibility in fatigue management roster with the individual

crew member who should report for duty in a reasonably rested state and
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in a emotionally fit state to perform his expected duty.

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This includes attention to such factors as sleep, personal fitness and health,
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life style and activities prior to flight. Due allowance for any adverse effect,
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these factors should be taken into account to ensure that fatigue which
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significantly affect operating performance is not encountered during the

flight duties. In case of fatigue a crew member must consult qualified doctor.
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Chapter 6
The flowchart of the Fatigue Report is showed below;
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Surgical Operations de
Aero-medical advice should be sought prior to returning to flying duties
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following any surgical operation.
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Blood Pressure Medication

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Crew members with high blood pressure (hypertension) may continue flying
while taking certain approved types of medication. Approval for flying while
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taking such medication can be obtained through CAAT approved

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physicians.
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Digestive Tract Medication

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Belladonna, Buntline, Atropine and many similar drugs prescribed alone or

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in various drug combinations for stomach, bowel or digestive disorders may

dilate the pupil and temporarily prevent adaptation from far to near vision.
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Some anti-diarrhea medications that can be obtained over- the counter in

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other countries contains these drugs.

Caffeine
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Moderate to heavy coffee drinkers may undergo mild from of withdrawal

symptoms if deprived of caffeine-containing substances for 18 to 36 hours.
These symptoms are usually manifested by temporal headaches,
excessive yawing, running nose, sometimes nausea, and visual sensitivity
to light, and in extreme cases, vomiting. Crew members who are heavy
coffee drinkers should be sensitive to this phenomenon, particularly after
crossing many time zones, which disrupt normal daily repetitive routines.
Chapter 6
Exposure to Carbon Dioxide
Carbon dioxide gas build-up may occur in an aircraft, when carrying cargo
packed with large amount of dry ice. Carbon dioxide gas is heavier than air,
which can layer in dense concentrations in cargo compartments, or other
enclosed areas. The most common symptoms of increased concentration
of carbon dioxide are :
Increase in rate and depth of breathing
Difficulty in breathing
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Depressed respiration
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Irritation of eyes
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Dizziness
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Muscular weakness
or
Headache
Vomiting.
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Death can result if exposed for prolonged periods. Any crew member
experiencing such symptoms after a carbon dioxide exposure should avoid
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flying for at least two hours, even if symptoms clear immediately.
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Smoking
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Crew members are strongly discouraged to smoke during flight at all times.
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Chapter 6
VISUAL CORRECTION
All flight crew members who are required by the licensing authorities to
wear corrective lenses in order to satisfy visual requirements laid down for
the granting of licenses, are required to carry a spare pair of spectacles with
them on all occasions whilst operating their license.  
Spectacles, either corrective or anti-glare, when worn by flight crew during
flight should be of a type of frame that allows maximum peripheral vision.
The examination for the prescription of a spectacle correction should ideally
be carried out by an examiner with some understanding of the problems of
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vision in aviation.  
Due to the fact that reduced eyes accommodation, “presbyopia”, might
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cause difficulties from about 40 years of age in reading charts and
instructions, especially under dimmed light conditions.  
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The appropriate correction glasses might be necessary for the safe
operations of the pilots.  
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For selection of adequate correction glasses, the Institute of Aviation
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Medicine can give information regarding suitable ophthalmologists.  
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In case corrective glasses are a medical requirement for the license, flight
crew must wear the prescribed glasses while on flight duty and have to
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carry a spare set on board.  
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Near Vision Correction

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Where the only correction necessary is for reading, pilots should NEVER
use full-lens spectacles whilst flying because the Pilot’s task requires
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frequent changes from near to distant vision and the latter is seen blurred
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with reading glasses. Half-moon spectacles or lower segment lenses with

a neutral upper segment MUST be used in these circumstances.
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Near and Distant Vision Correction

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Where correction for both near and distant vision is required, bifocal lenses
are essential and pilots are advised to discuss with their medical examiner
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the shape and size most suitable for each segment. Where triple correction
is necessary for reading, viewing the instrument panel and distant vision,
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then specialist’s advice is required.

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Finally all spectacles restrict peripheral vision and thick frames should be
particularly avoided. Photo-sensitive and Variolux lenses are not
recommended. Good airmanship requires spectacle wearers to increase
their head movements in scanning for collision.
Eye Protection Sunglasses

Sunglasses reduce the vision drastically. Therefore, they should only be
used when necessary for longer periods due to dazzling of clouds and sun.
Chapter 6
For such protection, Sunglasses with maximum peripheral vision are

recommended. These must not be polarized as they may cause blurred and
reduced vision when used in aircraft with laminated windshields.
Lighting in flight deck
When flying in the dark, the lighting in flight deck should normally be
dimmed. Especially before and during takeoff, approach and landing, the
use of bright white light should be reduced so as to favor the eyes
adaptation to darkness.
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Chapter 6
PREGNANCY
Any crew member who becomes pregnant must immediately, upon

becoming aware of such pregnancy, shall notify her management.
Certification of "Unfitness to fly" shall be in writing from the attending
physician and shall indicate the expected date of delivery.
Upon receipt of such notice, the crew member will be removed from flying
duties.
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Chapter 6
DUTY TO REPORT
Illness or Incapacitation While on Duty

Any crew member who becomes ill or incapacitated while on flight duty or
during a stopover period at an outstation must report the matter to the P-i-
C at the earliest opportunity.
P-i-C should be aware that a sudden deterioration in health might be an
indication of the onset of a dangerous or infectious complaint. Carriage of
a flight crew or cabin crewmember who is ill is not authorized without
permission from the medical department. Carriage of an ill crewmember
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could prejudice the Company's position in several ways:
(a) International health regulations;  
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(b) Liability to the staff member concerned, should a serious illness ensue;
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(c) Invalidation of the insurance of the airplane.  
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The P-i-C must ensure that a doctor is called at the earliest opportunity to
examine the crewmember concerned. A certificate must be obtained stating
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whether the individual is fit for duty, or alternatively for travel. The P-i-C is
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authorized to arrange any tests necessary to ascertain the condition of the
individual concerned.  
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A written report must be submitted by the P-i-C and the ill or incapacitated
crewmember as soon as practicable after return to the main base. The P-i-
nl
C should arrange for the arrival time of the concerned crewmember at the
main base to be notified to the Medical department.  
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Crewmembers who are unable to perform their duties on account of illness

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or indisposition shall report the case to the Crew Coordination Dept. (OD),
or when on flight duty/at Line Station, shall report to the P-i-C.
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Illness shall be reported as soon as possible, even outside flight duty

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period. If possible, expected duration of the illness shall be given. The Crew
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Coordination Department shall be continuously informed if the duration of

the illness is prolonged.
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For flight crew, any illness that results in the suspension of pilot license shall
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be reported to the respective OS fleet.

The P-i-C has an overall responsibility for ensuring that all of the crew is fit
nc
for duty, even if a report of sickness is not received. Where any doubt exists,
the P-i-C must ensure that the individual concerned is seen by a doctor and
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that the report from that doctor is forwarded to the main base, if possible on
the flight concerned and, failing this, at the earliest opportunity.
In the case of the P-i-C being incapacitated, the normal devolution of
command to the First Officer applies (see OM‐A 4.3—Flight Crew
Incapacitation).
Procedures to be followed in case of crewmember incapacitation are
detailed in OM‐A 8.3.14. After Sick Leave Report
Flight crew who has been absent from flight duty due to illness or injury, or
Chapter 6
whose absence of shorter duration is presumed to affect his license, shall

not resume flight duty until he has been released by the Institute of Aviation
Medicine, RTAF.
When that flight crew has been released for flight duty, it is his duty to report
this immediately to the Crew Movement (OI-M).
International Regulations
The P-i-C must report all cases of illness on board an airplane (excluding
cases of airsickness and accidents) on landing at an airport. The details are
to be given in the appropriate part of the Aircraft General Declaration (flight
information, personal information, contact information). Cases of ill
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passengers disembarking during the flight must also be reported on arrival.
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Quarantine Regulations
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When a passenger on board shows symptoms which might indicate the
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presence of a major disease (if they have a fever (temperature 38 deg.
C/100 deg. F or greater) associated with certain signs or symptoms, e.g.
or
appearing obviously unwell, persistent coughing, impaired breathing,
persistent vomiting, etc.), the P-i-C of an arriving flight must ensure that the
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airport medical or health authority have been informed giving all available
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information of such person (flight information, personal information, contact
information).  It is the responsibility of the airport medical or health authority
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to decide whether isolation of the airplane, crew and passengers is
necessary. On arrival of the airplane, nobody shall be permitted to board
nl
the airplane or disembark or attempt to off load cargo or catering until such
time as authorized by the airport medical or health authority.  Each station,
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in conjunction with the airport medical or health authorities will devise a plan
that would provide, when necessary, for:
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The transport of suspected cases of infectious diseases by selected

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ambulances to a designated hospital;  

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The transfer of passengers and crew to a designated lounge or waiting

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area where they can be isolated from other passengers until cleared
by the airport medical or health authorities;  
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The decontamination of the airplane, passenger baggage, cargo and

on
any isolation lounges used by passengers or crew suspected of

having infectious diseases.  
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Chapter 6
CREW HEALTH AND MEDICAL EXAMINATIONS
It is the responsibility of all Flight Crew Members to ensure that medical

examinations are taken on time and that licenses and endorsements remain
valid. A Flight Crew Member who suffers from any illness, disability or injury
or is taking any drug, medication or treatment, which could impair their
ability to safety exercise the privileges of the license held should consider
themselves unfit unless specifically declared fit by the authorized doctor.
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Any residual disability or requirements for long term treatment resulting
from illness or injury should also be considered disqualifying and should be
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in
evaluated by the authorized doctor to determine if applicable standards
continue to be met.
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Loss of Privileges/ illness or Injury
or
A Flight Crew Member, whose license has been cancelled for medical
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reasons, must obtain a CAAT medical re-certification prior to resuming flight
duties. de
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Flight Operations should also be advised immediately if a Flight Crew
Member becomes ill or injured. It is important that notification be sufficient
nl
time to allow the flight to be covered by a relief.

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A Flight Crew Member, who has been off duty for more than 48 hours must
provide Flight Operations with a Medical Certificate validating the reported
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absence due sickness. A Flight Crew Member, who has been off duty for
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more than 10 days due to sickness or injury or who suffer from illness or
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injury which might affect medical fitness must be approved for a flight duty
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by CAAT approved doctor prior to resuming duty.

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Medical Examinations and Certificates

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Prior to expiry of a Flight Crew Member’s medical endorsement, Flight

Operations will provide a notification. It is the responsibility of the individual
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to arrange for and ensure that the requisite Medical examination is

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completed prior to the due date.
For pilots, a Medical Certificate is valid for 1 year up to 60 years of his age
and 6 months after 60 years of his age, after being endorsed by CAAT
approved Medical examiner. If the renewal is not received prior to that time,
the license becomes invalid and it is imperative that the Flight Operations
Dept. be advised a minimum of 2 week prior to the actual expiry date.
Copies of all medical certifications must be provided to Flight Operations
within 1 week of completion or prior to the flight crew members next flight.
Chapter 6
Crew Scheduling Department ensures that the Flight Crews are not detailed
to operate a flight without valid / extended medical certificate.
Medical Examination Requirements
No person may serve as a crew member knowing that he has a physical
deficiency or mental condition that would render him unable to meet the
requirements of his current medical certificate, to discharge his
responsibilities to a safe standard or could endanger the safety of the
airplane or its occupants.
Crewmembers should not undertake flying duties whilst under the influence
ed
of alcohol or drugs.
These drugs include narcotics or any medicine that is not approved by the
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medical department for use by crewmembers, such as sleeping tablet.
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Medical Examinations
Initial medical examination  To satisfy the licensing requirements of
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medical fitness for the issue of license, the initial medical
examinations shall be carried out only by the Institute of Aviation
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Medicine, RTAF.  
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Physical condition  Flight crew are strongly recommended to strictly
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adhere to recommendations on general hygiene given by the
Company’s physicians in order to be in good physical condition to
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maintain their ability for flight operation.  

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Periodic medical examinations  Routine medical examinations are to

be carried out every 6 or 12 months, depending on age of the license
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holder. These periodical examinations shall be carried out only by the

Institute of Aviation Medicine, RTAF or by Thai CAAT designated
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examiners at B Care Hospital, Bangkok Hospital, Bumrungrad

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Hospital, Samitivej Hospital Srinakarin and Vejthani Hospital.  

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Chapter 6
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Chapter 7
Flight Time Limitations
7 FLIGHT TIME LIMITATIONS

FLIGHT AND DUTY TIME LIMITATION (FDTL) & REST
REQUIREMENTS
General
The Duty Regulations for Crew Members shall be applied with regard
to duty periods and rest periods for all flight crew and cabin crew and
are valid for all duties assigned to a crew member by NOK in
compliance with the authority.
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Nothing in these regulations shall be interpreted as forcing a P-i-C to
operate a flight when he deems it unsafe due to crew’s fatigue.
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Apart from flying for NOK, any crew member is not allowed to fly
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privately for financial gain, or commercially for a third party without the
approval of Chief Executive Operations (PO). It shall be considered in
the calculation of duty or flight duty period limitations and rest periods
or
as NOK
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OM-A 7— FDTL and rest requirements for crew members shall not
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violate any restriction stated in FDTL & rest requirements for crew
members of CAAT, CAAT approval is required.
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NOK Responsibility
Crews planning and Movement Department (OI) is liable for exercising
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control of the duty periods and rest schemes of all crew members.
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Duty rosters are prepared, published and distributed to all crew members
sufficiently in advance to provide the opportunity for crew members to plan
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adequate rest and thus to be regarded as “Notification“ to crew members.

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All flights are planned as to be completed within the allowable flight duty
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period, taking into account the time necessary for all pre-flight duties, all
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subsequent flights, and all post-flight duties. NOK will publish duty rosters
for its crew members according to one of the following two possibilities:
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Every crew member will be given a duty roster covering one calendar
month. The duty roster normally will be published no later than 25th
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date of the previous month;

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The duty roster will be published for every crew member at least 5
days before becoming active, for instance according to TPI changing.
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The duty roster shall be managed as such balance workload of office time
prior to a flight for management crew member.
MERLOT system is the electronic system for the management and control
of NOK rostering and Crew controlling, the system provides for a schedule
generation of back-up record files.
Chapter 7
Crew Responsibility
A crew member shall not operate an airplane, if he knows that he/she
is suffering from or is likely to suffer from fatigue to the extent that the
flight may be endangered.
Crew members should make optimum use of the opportunities and
facilities for rest provided, and plan and use their rest periods properly.
Crew members shall check and record his own block times, start-
duration-end of each duty or flight duty periods, rest periods and local
days free of all duties. All records shall be kept and easily accessible
by crew members. Any discrepancies shall be informed to OI promptly
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for data correction.
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Time spent on office duties immediately preceding a Flying Duty
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period must be included in the computation of the Flight Time
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Limitations. The total number of hours in the office must also be used
in computing Duty hours.
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The crew member shall response on his/her own duty. He/she has to
inform Crew Movement Control for the change of his/her new duty
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time if it differs from his/her schedule.
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Terminology
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Accountable Block Time
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The accountable block time for each flight crew member of an augmented
flight crew shall be as follows:
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80% of the block time, when augmented by 1 flight crew member;

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75% of the block time, when augmented by 2 flight crew members;

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70% of the block time, when augmented by 3 flight crew members.

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The accountable block time for each cabin crew member shall be as
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follows:
80% of the block time for a flight sector with more than 8 hour block
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time;  
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time;  
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time.
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Note: The accountable block time for each crew member in OM‐A 7.1.5
- Limitations shall be used for record keeping by OI with regard to the
limitation of the block time only. For other functions in NOK, 100% of
the duty is accountable. 
Actual Flight Operation
Starts at 1 hour before or last notified departure time of the first sector and
ends 30 minutes after the actual on block time of the last sector.
Chapter 7
Additional Cabin Crew

One or more cabin crew members, in addition to the minimum crew
composition of the operating cabin crew members of airplane types and/or
routes to meet operational requirements.
Adequate Facility
A quiet and comfortable place not opening to the public. NOK will provide
such facility for rest as required by the FDTL & rest requirements for crew
members. It may be:  
A room as such at the airport concerned, or some other suitable
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places;  
An airplane during a transit stop, during which no passengers are on
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board.  
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Airborne Time
The time from and including the application of take-off power before take-
or
off on the runway to the moment when the landing roll after landing is
completed.
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Note: Airborne time defined here is synonymous with the term “Flight time”
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in NOK’s Flight Informaiton statistic.
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Augmented Flight Crew
A flight crew that comprises more than the normal operating flight crew
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number required to operate the aeroplane and in which each flight crew
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member can leave thir assigned post and be replaced by another

appropriately qualtified flight crew member for the purpose of in-flight rest.
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Authority
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Civil Aviation Authority of Thailand. (CAAT)

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Block Time (Flight Time)

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The time between an airplane first moving from its parking place for the
purpose of taking off or engine (s) starting whichever occurs first until it
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comes to rest on the designated parking position and all engines or

propellers are stopped. Generally block time means the total time from first
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moves for the purpose of taking off until the moment it finally comes to rest
at the end of the flight.
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Note: Block time (flight time) defined here, is synonymous with the term
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“block-to-block” time in flight information statistic.

Check-in Time
The time, at which a crew member is required by NOK to report for any
duty.
Check-out Time
The time, at which the crew goes off duty.
Chapter 7
Day
A 24-hour period commencing at 00:00 local time at home base or place of
stationing.
Day Off (DO)
Any 24-hour period free from duty. Preferably start after the minimum rest
period.
Deadhead (DH)
Traveling as a non-operating crew member immediately prior to or following
an operating duty such that the deadheading forms part of the total duty
ed
period.
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Duty
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Any task that a crew member is required to carry out associated with the
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Company’s business. The following are considered as duties:
Flight duties:
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(i) Normal flights (including flight trained, flight check, LIFUS,
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evaluation flight, chartered flight);  
(ii)
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Special flights (including ferry flights, escape/  evacuation
flights, delivery flight);  
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(iii) Airplane training flights (school flights) for flight crew (including
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check flights of CAAT); 

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(iv) Test flights;  

(v) Full flight simulator.  
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Ground duties: 
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(i) All kinds of ground training/courses; 

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(ii) Fixed bases simulator training or cabin mock-up; 

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(iii) Periodic emergency or technical training or brush-up; 

(iv) Other functional task in associate with responsible role but not
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in relationship with flight  shall be considered as ground duty; 

(v) Meeting required and scheduled by NOK associated with flight.
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Standby.  
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Deadhead.  
Positioning.  
Duty Period (DP)
A period, which starts when a crew member is required by NOK to report for
a duty (at check-in) or to commence a duty and ends when he/she is free from
all duties (at check-out).  The accountable duty period for the following duties
shall be counted as stated below:  
Chapter 7
Flight duties, Deadhead: As check-in time

Ground duties: From the laid-down starting time or check-in time to
the ending time of such ground duties;
Standby: As laid-down in OM-A 7.3—Standby, OI shall specify the
starting and ending times;
Duty prior to an operating sector: From relevant check-in time of the
duty to the check out time thereof
An FDP shall start at 1 hour before scheduled or last notified
departure time of the duty and ends 30 minutes after the actual on
ed
block time of the last sector;    
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or
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Duty after an operating sector: From relevant check-in time of the duty
to the check out time thereof.
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An FDP shall start at 1 hour before scheduled or last notified
departure time of the operating sector and ends 30 minutes after the
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actual on block time of the operating sector;

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Chapter 7
Positioning
From check in time of the positioning flight to the final actual on-block time
of such flight.
Escape/Evacuation Flights
The flight in an emergency situation which in the judgement of the P-i-C to
escape or evacuate from any situation or crisis that may taking the serious
risk to the health or safety of crew members and passengers or endangers
the lives of others and Company's properties.
Flight Duty Period (FDP)
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Any time, during which a person operates in an airplane as a member of
its crew. The FDP starts at 1 hour before scheduled or last notified
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departure time and ends 30 minutes after the actual on block time of the
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final flight, on which he/she is an operating crew member.
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Home Base
The location nominated by NOK to the crew member, from where he/she
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normally starts and ends a duty period or a series of duty periods and
where, under normal conditions, NOK is not responsible for his/her
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accommodation. Bangkok Donmuang station is normally the home base
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for all crew members employed by NOK, unless otherwise designated for
the crew members concerned.
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Local Day
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A 24-hour period commencing at 00:00 local time.

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Local Night
An 8-hour period falls between 22:00 hours and 06:00 hours local time.
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Notification Time
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The period of time starting from the moment crew member on standby is
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notified to perform a duty until the report time of that duty.

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Operating Crew Member

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A crew member, who carries out his/her duties in an airplane during a flight
or during any part of a flight.
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Planning Phase
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Any period which the crew member is not in the actual flight operation,
ending at block (flight) time starts.
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Positioning (PN)
Traveling as a non-operating crew member from place to place by any
means of transportation, excluding traveling (as TRAVELING) for the
purpose of taking rest before commencing any duty or to return to home
base after the completion of a required rest period following an assigned
duty. All time spent on positioning is counted as duty period.
Rest Facilities on Board
Adequate rest facilities  
Chapter 7
One business-class reclining seat blocked off, if deemed necessary,

for one resting crew member preferably separated and screened from
the galleys and the passengers or when not sufficiently available;  
One economy-class reclining seat per one resting crew member
blocked off, if deemed necessary, in a group equal to at least the
number of such resting crew members preferably separated and
screened from the galleys and the passengers.  
Suitable rest facilities  
A bed, a bunk, or a berth separated and screened from the flight
deck/galleys and the passengers, or any applicable horizontal rest
ed
facilities as such.
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Rest Period (RP)
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An uninterrupted and defined period of time during which a crew member
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is free from all duties.
In normal cases, a rest period starts
or
(i) 30 minutes after the final actual on-block time of the flight duty
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period, or
(ii) de
after the actual on-block time of the positioning flight,
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after which such rest is provided/required, and ends at duty period
starts.
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The transportation time provided by the company to suitable

accommodation is not counted as the rest period.
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Rest period outside home base shall be considered as rest/standby

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responsibility at resting station.

Sector
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The number of flight, starting from the move of aircraft by the engine of the
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aircraft until it stops after landing at the parking spot.

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Standby Duty Periods

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A defined period of time, at the airport, at the hotel, or at home, during

which a crew member is required by NOK to be available to receive an
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assignment for a specific duty without an intervening rest period.

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Stationing
Staying of a crew member, as assigned by NOK, at any station other than
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normal duty rosters for a certain period of time in order to perform flight
duties and/or standby duties. This includes the rest.
Suitable Accommodation
A suitably furnished bedroom, with single occupancy for flight crew and
double occupancies for cabin crew, which is subject to minimum noise,
well ventilated and should have the facility to control the level of light and
temperature.
Time Difference (TD)
Chapter 7
The number of hours separating local standard time at two locations

disregarding daylight saving time. Taking into account the geographical
effect, the time difference between any two locations shall be calculated at
the shortest distance thereof. Therefore, the greatest time difference will
never exceed 12 hours.
Time Zone Adapted
To become time zone adapted a crew member must achieve 3 consecutive
local nights free of duty on the ground in a time zone which is no more than
two hours wide. He/she will remain time zone adapted until he becomes
time zone adapted to another time zone or, become non-time zone
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adapted by finishing a duty period at a place where local time differs by
more than two hours from that to which he is time zone adapted. At least
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two consecutive local nights rest period required for time zone adapted at
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home base.
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Transit Stop
or
A period of time on the ground between block-on and block-off time of a
flight or a series of flights, where no rest is granted.
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Transportation time
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The time provided by the company’s transportation transferring between
place where the uty period ends and the place for resting. This time is not
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counted as the rest period.
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Traveling
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The time spent by a crew member transferring between place of rest and
the place of reporting.
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Unforeseen Operational Circumstance

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An unplanned event, such as aircraft unserviceability, industrial action,

operational contingencies and other such unforeseeable occurrences. It
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excludes circumstances that are known sufficiently in advance such as

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scheduled charters, planned airport closed etc.

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Window of Circadian Low (WOCL)

The period between 02:00 and 05:59 local time for a crew member who is
on
time zone adapted and during which performance is degraded as

physiological, psychological and behavioral functions are at a low status.
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Limitations
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Block Times
The cumulative accountable block times of the flights on which an individual
crew member is assigned as an operating crew member shall not exceed:
110 accountable block hours in any 28 consecutive days;
34 accountable block hours in any 7 consecutive days.
Flight deck crew shall not exceed:
1,000 accountable block hours in any 12 consecutive months spread
as evenly as practicable throughout the year.
Chapter 7
Flight Duty Periods (FDP)

The allowable flight duty periods depending on the periods of starts of
FDP’s and the number of landings are given in the following Table.
Allowable FDP’s for crew member
Maximum Flight Duty Period (hrs) for multi pilot and cabin
crew operations
Local time of
departure Actual Flown Sectors
1 2 3 4 5 6 7 8 or >
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06:00 – 07:59 13 12:15 11:45 11:15 10:45 9:45 9 9
08:00 – 14:59 13:30 13:15 12:30 11:45 11:15 10:45 9:30 9
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15:00 – 21:59 13 12:15 11:30 10:45 10 9:15 9 9
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22:00 – 05:59 11 10:15 9:30 9 9 9 9 9
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Note:If the scheduled FDP for a two crew aircraft includes any sector which
has FDP more than 9 hours (8 hours when the flight duty ends or falls
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between 02:00 and 05:59 local time where FDP starts) shall be
augmented by 1 pilot. de
Rest
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Minimum Rest
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The minimum rest, which must be provided before undertaking a DP,

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shall be at least as long as the preceding DP as prescribed in the Table

below.
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Minimum rest period

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Duty period Minimum rest period

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Not exceeding 8 hours 8 hours

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Exceeding 8 but not exceeding 10 hours 10 hours

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Exceeding 16 but not exceeding 20 hours (not

24 hours
exceeding 23 hours in case unforeseen)
Reduced Rest
Flight Operations will have to demonstrate to the authority, using
operational experience and taking into account other relevant factors, such
as current scientific knowledge, that its request for reduced rest
arrangements produces an equivalent level of safety.
Chapter 7
EXCEEDANCE OF FLIGHT AND DUTY TIME LIMITATIONS
FDP Extension for Flight Deck Crew

For two-pilot crew augmented by 1 pilot, the maximum FDPs irrespective
of encroachment of the WOCL are:
14 hours with the provision of an adequate rest facility;  
16 hours with the provision of a suitable rest facility.  
For two-pilot crew augmented by 2 pilots, the maximum FDPs irrespective
of encroachment of the WOCL are:  
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16 hours with the provision of an adequate rest facility;  
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20 hours with the provision of a suitable rest facility.  
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In all cases, where the flight crew are augmented, the sharing of time away
from task by flight crew members leaving their posts should be kept in
balance.  
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FDP Extension for Cabin Crew
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Irrespective of the periods of the starts of FDPs, the allowable flight duty
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period for cabin crew as prescribed in the Table in OM‐A 7.1.5 - Limitations
may be increased as shown in the Table below provided that:
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Each cabin crew member is relieved of all tasks during a part of the
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flight;  
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For all of the above conditions, the division of duty and rest is kept in
balance between all of  the cabin crew.  
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Maximum FDP’s after extension for cabin crew

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Max hours of FDP’s after extension

Hours of rest for each
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cabin crew member With adequate rest With suitable rest

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facility facility
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00:00–01:59 no extension no extension

02:00–02:59 Up to 14:00 Up to 16:00
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03:00–03:59 Up to 16:00 Up to 18:00

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04:00 up Up to 18:00 Up to 20:00

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Chapter 7
Unforeseen Circumstances
During the actual flight operation, after the FDP has been commenced, the
limits on flight duty, duty and rest periods prescribed in these regulations in
OM-A 7.1 and 7.2 may be modified in the event of an operational delay due
to the unforeseen circumstances. Any of such modifications shall be at the
discretion of the Pilot-in-Command after consultation and acceptable with
affected crew members and must, in all circumstances, complying with the
following:
The safety of the remaining flight (s) will not be prejudiced;
Before exercising this discretion a fatigue risk assessment shall be
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carried out and P-i-C shall be satisfied that all operating crew
members consider themselves fit and agree to do so;
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The allowable FDP shall not be extended by more than 3 hours. The
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extension shall be calculated according to what actually happens, not
on what was planned to happen. Except for escape/evacuation flight
or
or an emergency situation which the judgement of the P-i-C presents
a serious risk to the health or safety of crew and passengers, or
endangers the lives of others;
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If on the final sector, after take-off, with the FDP extension due to
unforeseen circumstances which result in an exceedance of this
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extension limit, the flight may continue to the planned destination or
alternate aerodrome; and
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The rest period may be reduced but never below the minimum rest
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prescribed in the table OM-A 7.1.6 – Minimum Rest.

In case a special circumstances, which could lead to severe fatigue, and
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after consultation with affected crew members, the P-i-C should reduce the
actual flight duty time and/or increase the rest time in order to eliminate any
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detrimental effect on the flight safety.

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NOK shall not plan an FDP on the basis of assumed the use of P-i-C
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discretion. The published schedule’s rosters are considered as planned.

Neither management operation or crew movement staff are empowered to
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authorize an extension, nor will they routinely plan up to this limit for
recovery after the disruption delay.
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The P-i-C shall submit an Safety report to the Director, Pilot Administration
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(OV), whenever a FDP is exceeded.

A copy of the report mentioned above shall be sent to Thai Authority no later
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than 14 days after the event.

OS shall separately retain all P-i-C discretion reports to extended FDP, at
least 6 months after the event.
OI will take action to change a schedule or duty roster at the latest where
the actual operation exceeds the maximum FDP more than 33% of the
flights in that traffic program.
Chapter 7
STANDBY
The standby limits 12 hours in each 24 hours.

The accumulative continuous waiting time shall be maximum 72 hours with
at least 24 hours rest period before undertaking a FDP.
Suitable accommodation shall be provided, if a crew member is required to
be on airport standby.
The crew should be able to report at the airport within 2 hours after the call.
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Chapter 7
RECORDS
NOK is responsible for maintaining fully updates and sufficiently detailed

crew members' records of
a). Block Time and Flight Time
b). Off Block and On Block time of each flight
c). Flight Duty Periods and Duty Period
d). Rest Periods
These records shall be kept in the system for at least 15 calendar months
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and be ready for retrieval by crew members, when so desired.
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Chapter 7
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Intentionally
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Chapter 8
Operating Procedures
8 OPERATING PROCEDURES
FLIGHT PREPARATION INSTRUCTIONS
Flight Crew shall fully understand and comply with the operational Policy so
that a safe, efficient and standardized operation is achieved and
maintained.
The operational policy is applicable to normal operations on all NOK
services. It is subject to all applicable limitations. In case of emergency,
operational constraints may require deviations from the policy. Any
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deviations from the policy shall be recorded together with details and
reasons, in the Air Safety Report (ASR).
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Regulations or Operations
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ICAO/FAA/EASA - approved Airplane Flight Manual forms part of the
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Certificate of Airworthiness issued by the CAAT.
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However, documents of a lower or state authority may restrict the
requirements further. In such instances, the more restrictive
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requirements must be followed states compliance
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This manual complies with all applicable law and AOC conditions and
the corresponding operations specifications
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And the appropriate operation limitation.
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The planning of a flight shall be made with utmost regard to safety and in
compliance with relevant ATS procedures and company operational
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procedures.
Flight shall normally be planned and operated so that optimum operational
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economy is achieved.
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Flight should not be planned through areas of forecast intense

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thunderstorm activity, unless such areas can be circumnavigated on

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airborne radar.
The planning phase of a flight is the time before departure when the amount
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of fuel to be uplifted is calculated and / or making decision by the P-i-C. It

is ended at the time when aircraft is moving under its own power for the
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purpose of takeoff.
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Minimum Flight Altitudes

All flights shall be planned and performed with adequate terrain clearance.
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The methods used to determine the minimum altitudes, other than that have
been established by the responsible states/authorities (MSA, MEA, MOCA,
etc.), which required for flight operations shall be specified and approved
by the state of the operator.
According to the requirements in paragraph above, the Company minimum
altitudes required for the routes flown, MEA, Grid MORA, MOCA, MORA
and Jeppesen chart manual
Chapter 8
Minimum VFR Altitudes Requirements

The Company normally does not allow VFR operations for revenue
flight. If VFR is required for a specific flight or part(s) of a flight, an
authorization of the Flight Operations (OS) must be given. For VFR
altitudes requirements, refer to ICAO Rules of the Air—Annex 2
chapter 4 and Jeppesen chapter 4 – Visual flight rules.
Minimum IFR Altitude Requirements
When an aircraft is operated for the purpose of commercial air
transport, the minimum altitude/ flight level at which it is permitted to
fly may be governed by national regulations, air traffic control
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requirements, or by the need to maintain a safe height margin above
any significant terrain or obstacle en-route. Whichever of these
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requirements produces the highest altitude/flight level for a particular
route, it will determine the minimum flight altitude for that route.
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TERMINAL AREA
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Except during IFR approach or departure when on track with a
published minimum altitude on Jeppesen airport charts MORA.
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(i) Take-off obstacle clearance
See OM-A Chapter 15
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(ii) Minimum turning altitude
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All-engine turns shall not be initiated below 500 ft AGL except

where clearly published in SID or climb-out procedures.
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EN-ROUTE MINIMUM ALTITUDE

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(i) Normal operation

En-route IFR flight levels or altitudes should be higher than the
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published Minimum En-route IFR Altitude (MEA) indicated on

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en-route charts and must be higher than the published MORA.

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The minimum safe off-route altitude should be higher than the

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Minimum Grid MORA and the published MOCA. Both minimum

altitudes are indicated on en-route charts when they exist.
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(ii) If available and not limiting, the Grid MORA may be used
asminimum flight altitude. These minimum altitudes must be
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respected along the track with all engines operative. During

flight preparation, the en-route minimum altitudes must be
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established for all the route segments

(iii) Abnormal operation
It may be necessary to establish diversion procedures for
critical cases taking into account the topography along the
route and the requirements mentioned below (engine(s) failure,
depressurization).
In this case the procedure must specify the location of Non-
return Point(s) and/or Continuing Point(s).
Chapter 8
When obstacle limited, the pilot should be reminded for correct

drift down procedure as specified in the appropriate chapter of
the FCOM/AOM (one engine inoperative).
Any diversion procedure established for a particular route
should be described in the Route Manual.
Minimum terrain clearance in case of engine failure, the aircraft
gross weight at all points along the route shall be such that the
one engine inoperative service ceiling is 1,000 ft higher than
the terrain. If using drift-down procedure instead, the flight level
at the Pre-Determined Point (PDP) must be high enough to
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obtain a 2,000 ft vertical clearance between the net drift-down
flight path and the terrain.
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Pressurization failure for depressurization, it may be necessary
to descend below the en-route minimum altitude determined for
or
normal operation in order to cope with passenger oxygen
requirements (see OM‐A 8.8—Oxygen Requirements). At any
time, the aircraft gross (actual) flight path must clear vertically
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all obstacles by 2,000 ft. de
Minimum Flight Altitude Corrections
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All minimum altitudes stated in OM‐A 8.1.1.b) —minimum IFR altitude
requirements above shall be corrected for wind and temp when
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altimeter is set to QNH and for wind, temp and QNH when altimeter is
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set to standard:
Wind Correction
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For wind, add 500 ft per 10 kt, above 30 kt up to max 2,000 ft.
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Temperature Correction
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For temperature, calculate correction on computer or add 4% per 10

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deg. C below standard. For more accurate altitude temperature

correction data refer to FCOM “Supplementary Chapter, cold weather
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operation”.
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Pressure Correction
For QNH below 1013.2 hPa, add 30 ft per hPa.
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Criteria for determining the use ability of Aerodromes

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U sability of an Aerodrome
Before an airport is selected as destinations or alternates for NOK, it
shall be approved by flight operations department.
As a general policy, the operation will be permitted only to an
aerodrome where the aircraft type concerned can operate utilizing
normal operating procedures.
The normal operating procedures shall not only be applied for the
approach, landing and takeoff phases but also cover all aspects of
ground handling and operation.
Chapter 8
Only in case of emergency that an aerodrome which has not been

approved for the aircraft type concerned shall be utilized at the P-i-C's
discretion.
In approving an aerodrome for NOK operation, the following facilities
shall be considered:
(i) Runway dimensions and Pavement Classification Number
(PCN) including taxiing and parking requirements;
(ii) Take-off and landing performances taking into account of
terrain and obstacles in Final Approach and Take Off (FATO)
flight path for all engine and engines out case;
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(iii) ATS facilities including the availability of visual and non-visual
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aids;
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(iv) SAR facilities and capabilities;
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(v) Local conditions, such as weather, terrain, or political aspects
which may affect operations;
or
(vi) Ground service facilities for fueling, loading, cleaning and
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general handling using normal operating procedures.
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Under certain conditions, special flights or a series of flights to
the aerodromes not fulfilling the above requirements may be
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approved by OS.
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Alternate, departure and destination airport considered to be

used for operations must be adequate for the type of aircraft and
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operation concerned.
In addition to be selected for conducting an operation they
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should be complying with given weather minima at the

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time/period of the operation (see OM‐A 8.1.3—Methods for the

Determination of Aerodrome Operating Minima).
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Adequate Aerodrome
An airport satisfies with the aircraft performance requirements and
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runway characteristics. At the time of use, it will be available with ATC

services, communication, NAV aids, lighting, emergency services,
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weather reporting, at least one let-down aid (ground radar would

qualify) to be used for an instrument approach.
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Authorization of Airport—Emergency Services

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In general, NOK flights shall operate to the airport which Rescue, and
Fire Fighting Service is compatible with the aircraft (refer to ICAO Doc
9137–AN/898).
Chapter 8
The derogation of RFFS categories may be applied when necessary

but shall not below the NOK RFFS categories requirements as
follows:
NOK RFFS DEROGATATION

CATEGORIES REQ.
AIRCRAFT ICAO
DEPARTURE Takeoff alternate, En route
TYPE Category
& alternate, Destination
DESTINATION alternate
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B737-800 7 6 5
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DHC-8-400 6 5 4
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Note:
1. No requirement for the airports to be used in case of emergency landing.
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2. The airport which are applied by NOK RFFS DEROGATATION
categories requirements shall be specified in operational flight plan.
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Temporary downgrading of RFFS de
In case of temporary downgrading of the RFFS category at an airport
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as announced by NOTAM’s, NOK will continue to operate with
scheduled aircraft type to such an aerodrome as long as it has not
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been declared “Closed” by the airport authority and the level of RFFS
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category is not less than the alternate requirement.

In flight, a P-i-C may decide to land at an airport where the airport
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RFFS category lower than specified above, if in his judgment and after
due consideration of all the prevailing circumstances, to do so would
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be safer than to divert.

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Furthermore, the following items should be considered when

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necessary:
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(i) Landing and over-flying permission has been obtained;

(ii) The flight crew members have the required qualification,
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experience and documentation including up-to-date approach

and airport charts for each pilot;
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(iii) At the expected time of use, the airport is equipped with the
necessary ramp handling facilities: refuel, tow bar, step, cargo
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loading, ground power unit, air starter, catering water services,

toilet services;
(iv) For international flight, police, custom and immigration services
are available at the expected time of use.
Chapter 8
Notes:
1. RFFS Category: Rescue and Fire Fighting Services Category as defined
in ICAO Annex 14.
2. Aeroplane RFFS Category: the category specified in ICAO Annex 14
Table 9-1 for a given aeroplane type.
3. Airport RFFS Category: the published RFFS Category for a given airport.
Planning minima (forecast airport weather conditions)
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Planning minima deals with forecast airport weather conditions (see OM‐A
8.1.3.a)—Concept of Minima).
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Planning minima for take-off alternate aerodrome
An adequate airport shall only be selected as a take-off alternate when the
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appropriate weather reports or forecasts or any combination thereof
indicate that, during a period commencing 1 hour before and ending 1 hour
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after the estimated time of arrival at the airport, the weather conditions will
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be at or above the applicable landing minima. The ceiling must be taken
into account when the only approaches available are non-precision and/or
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circling approaches. Any limitation related to one-engine inoperative
operation must be taken into account.
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Planning minima for destination aerodrome

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The weather forecast for destination airport will be used to determine the
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number of alternates required for flight planning.

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During the period commencing one hour before and one hour after the ETA
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at destination, if the weather condition indicates that it is at or above the

planning minima given in Table below, only one destination alternate is
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required.
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Weather requirement for destination using one alternate, and for take-
off alternate airport.
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Type of Approach Weather Requirements

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Precision approach RVR / VIS as in approach chart

Non-precision or RVR / VIS and ceiling at or above the respective
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circling approach minima in approach chart
Planning minima for en-route, destination alternate aerodromes and

isolated aerodrome
The weather forecast, for airport to be planned as destination alternate, en
route.
Alternate or isolated destination airport shall be indicated that, during the
period commencing one hour before and one hour after the ETA (2 hours
Chapter 8
for isolated aerodrome) at that aerodrome(s), it is at or above the applicable

planning minima given in Table below.
Planning minima for destination alternate, en-route alternate and
isolated destination airport.
Type of Approach Planning Minima
CAT II or III 1 RVR / VIS as for CAT I
RVR / VIS and ceiling at or above the
CAT I
minima for non-precision2
RVR / VIS and ceiling at or above the
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Non - precision minima for non-precision plus 200 ft /
1000m.
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Circling Circling
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Note:
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1. The flight crew shall be qualified for CAT II or CAT III operations and the
aircraft must be certified for CAT II or CAT III. The selected airport shall
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fulfill CAT II or CAT III requirements at the time of use
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2. Planning with LOC minima is applicable, subject to operative ILS system.
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Selection of aerodromes
Destination aerodrome
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(i) Intended destination

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The intended destination is normally the scheduled destination.

If the flight is planned to, and a landing is intended at an airport
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other than the scheduled destination, coordination with

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appropriate functions concerned and station manager is

recommended.
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(ii) Take-off alternate aerodrome

An airport to which a flight can proceed with one engine out
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whenever the airport of departure is not available for a possible

return due to meteorological or performance reasons. Refer to
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RIM/SAI for requirements for take-off alternate. Weather

requirement for the selected take-off alternate is the same as
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that for destination. The alternate airport shall be specified in

the company flight plan and ATS flight plan.
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(iii) Destination Alternate Airport

An airport to which a flight may proceed if the destination
becomes unavailable. Such alternated(s) airport shall be
specified on the Company flight plan and ATS flight plan. The
alternate airports shall be specified in the company flight plan
and ATS flight plan.
Note: For international flights, destination alternate shall be
status as an international airport (for immigration operation).
Chapter 8
(iv) En-route Alternate

An en-route alternate used for planning with reduced
Contingency Fuel (CF) is an airport which should be located
within a circle with a radius equal to 20% of the total flight plan
distance, the center of which lies on the planned route at a
distance from destination 25% of the total flight plan distance,
or 20% of the total flight plan distance plus 50 nm, whichever is
greater.
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Whenever possible, aerodromes close to the intended track

should be selected. The weather at the en route alternate shall
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be forecasted and expected to be at or above alternate minima.

Such alternate airport shall be specified in company flight plan.
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Note: For international flights, en route alternate shall be status

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as an international airport (for immigration operation)

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(v) Intermediate Alternate Airport (Emergency Airport)

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An aerodrome which offers a possible landing in case of en

route irregularity that requires no-delay landing.
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(vi) Isolated Destination Airport

The destination can be considered as an isolated destination
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airport if the fuel required (diversion plus final) to the nearest

adequate destination alternate airport is more than fuel to fly for
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two hours at normal cruise consumption above the destination

airport, including final reserve fuel.
Chapter 8
Aerodromes Categories
Aerodromes in NOK route net (including alternates) will be classified
in the following groups:
CATEGORY REQUIREMENTS
An aerodrome which satisfies all of the following
requirements:
- An approved instrument approach procedure;
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- At least one runway with no performance limited
GROUP A
procedure for take-off and/or landing;
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- Published circling minima not higher than 1,000 feet
above aerodrome elevation;
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- Night operations capability.
or
An aerodrome which does not satisfy the Category A
requirements, or which requires extra considerations
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such as:
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- Non-standard approach aids and/or approach
patterns; or
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GROUP B
- Unusual local weather conditions; or
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- Unusual characteristics or performance limitations; or

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- Any other relevant considerations including

obstructions, physical layout, lighting, etc.
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An aerodrome which requires additional

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considerations to a Category B aerodrome, such as:

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- Being surrounded by mountainous terrain, which

GROUP C need special approach and missed approach
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procedures
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- Influence of significant wind shear and turbulence in

the approach areas.
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An Emergency Aerodrome which required for

GROUP E
emergency situation.
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Use of Aerodrome GROUP B

Prior to operating to Group B aerodrome, the P-i-C shall be briefed; or self-
briefing from company documents on the Group B aerodrome(s) concerned
and should certify that he has carried out those instructions.
Chapter 8
Use of Aerodrome GROUP C

Prior to operating to Group C aerodrome, the P-i-C shall be briefed and
visit the aerodrome as an observer; or undertake instruction in a flight
simulator approved by the authority for this purpose.
GROUP C Aerodrome Qualification
The P-i-C shall be briefed following items for Group C Aerodrome
Qualification Training. Recurrent Training must be done within 12 months
or, otherwise, he/she have operated to the concerned airport within the last
12 months, Group C airport record must be performed.
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Methods for the Determination of Aerodrome Operating Minima for
VFR and IFR Flights
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Concept of minima
The term “minima” refers to the aerodrome weather conditions and
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defines the minimum visibility (horizontal and vertical) prescribed for
taking off or landing a civil aircraft.
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Different concepts of minima:
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(i) Aircraft capability given in the Aircraft Flight Manual defines the
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lowest minima for which the aircraft has been certified.
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(ii) Aerodrome operating minima noted on the aerodrome chart,
established in accordance with the national authorities of the
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aerodrome.
Operator’s minima approved by the national authority of the
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(iii)
company. They are the lowest minima that the company is
allowed to use on a specified aerodrome. They cannot be lower
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than the aircraft capability and the minima published on the

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aerodrome chart except when specifically approved by the

national authority of the aerodrome.
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Refer to NOK AOC – OPS SPEC for operation minima.

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(iv) Crew minima are the minima that the crew is authorized to
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operate. They are based upon the qualification of the flight

crewmembers.
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Aerodrome operating minima

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As a general rule the aerodrome operating minima are the minima

indicated on the Jeppesen approach charts. However, at the P-i-C
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discretion, if other factors indicate that the operation cannot be

conducted with the required standard of safety the selected minima
can be higher than the allowed operating minima. NOTAM may affect
minima. See also All Weather Operations in Chapter 8.4.
Chapter 8
Take-off operating minima

Take-off minima at all aerodromes shall be greater than, or equal to,
the applicable minima established by the appropriate authority, unless
otherwise approved by the respective aeronautical authority.
A take-off must not commence unless:
(i) The visibility or RVR is equal or better than the take-off visibility
or RVR limits.
(ii) The weather conditions (ceiling and visibility) at the departure
airport are equal or better than the applicable minima for
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landing at that airport or at a suitable take-off alternate as
defined in planning minima paragraph 8.1.2 of this section.
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When no reported meteorological visibility or RVR is available,
the P-i-C may determine that sufficient visual reference exists to
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permit a safe takeoff. When the reported meteorological visibility
is below that required for take-off and RVR not reported, a take-
or
off may only be commenced if the P-i-C can determine that the
actual visibility along the takeoff runway is equal or better than
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the required minimum.
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The take-off minimums established by an operator must be
based upon the height from which the one engine inoperative net
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take-off flight path can be constructed. The RVR/VIS minimums
used may not be lower than either those specified in Table
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Chapter 8
RVR/Visibility for Take-off
RVR / VIS (m) 1 , 2

Facilities
CAT A, B & C CAT D
Approved Operators 3 125 150

RL, CL & multiple RVR information
150 200
4
RL & CL 200 250
RL and/or RCLM 5
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250 300
Nil (Day only) 500
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1 For RVR/VIS below 400m Low Visibility Procedure must be in use.
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2 The reported RVR/VIS of the initial part of take-off run can be replaced by
pilot assessment.
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3 For additional information about Approved Operators refer to the
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description below this table.
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4 The required RVR value must be achieved for all relevant RVR reporting
points except the initial part of take-off run.
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5 For night operations at least RL and runway end lights are required.
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Approved Operators:
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Subject to the approval of the Authority and provided the requirements in

paragraphs 1. to 5. below have been met, an operator may reduce the take-
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off minimum to 125m/150m when:

(i) Low Visibility Procedures are in force, 
if
(ii) High intensity CL spaced 15m or less and HIRL spaced 60m or
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less are in operation, 

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(iii) Crews have satisfactorily completed training in a simulator

approved for this procedure,
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(iv) A 90m visual segment is available from the cockpit at the start of
the takeoff run,
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(v) The required RVR value has been achieved for all of the relevant
RVR reporting points.
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Approach Operating Category

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For approach, aircraft are classified in categories: A, B, C, D, and E.

These categories are function of the indicated air speed at the
threshold (VAT) in landing configuration at the maximum certified
landing weight.
VAT = 1.3 VS
Chapter 8
Aircraft category (multi-engine)

CATEGORY THRESHOLD SPEED: VAT (knots)
A Less than 91
B 91 to 120
C 121 to 140
D 141 to 165
E 166 to 210
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NOK aircraft are categorized as follows:
(i) B737-800 – CAT C for aircraft with maximum certified landing
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weight of 65.3 Tons
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(ii) B737-800 – CAT D for aircraft with maximum certified landing
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weight of 66.3 Tons
or
(iii) DHC-8-400 – CAT B
NOTE: For maximum certified landing weight refer AFM.
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Approach Operating Minima de
Non-precision Approaches
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(i) Minimum Descent Height (MDH)
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Non-precision approach procedures are based on the use of ILS

without glide slope (LLZ only), VOR, VOR/DME, NDB,
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NDB/DME, SRA (Surveillance Radar Approach), RNAV or GPS.

The MDH on a non-precision approach shall not be lower than
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the highest of:

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 The Obstacle Clearance Height (OCH) for the category of

aircraft;
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 Any State minima if applicable.

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(ii) Visual reference

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A pilot may not continue an approach below Minimum Descent

Height (MDH) unless at least one of the following visual
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references for the intended runway is distinctly visible to, and

identifiable by the pilot:
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 Elements of the approach light system;

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 The threshold, or its markings, lights or identification lights;

 The visual glide slope indicator(s);
 The touchdown zone, zone markings or zone lights;
 The runway edge lights; or
 Other visual references accepted by the authority.
(iii) Operating minima
The minimum RVR for a non-precision approach depends on the
MDH and on the approach lighting and runway lighting/marking.
Chapter 8
Refer to Jeppesen – Aeronautical chart.

Precision Approach CAT I
(i) Category I
 A Category I operation is a precision instrument approach
and landing using ILS, GLS or PAR with:
 A runway visual range (RVR) not less than 550 meters or
VIS 800 m; and
 A decision height (DH) not lower than 200 feet.
 The DH must not be lower than the highest of:
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 The OCH for the category of aircraft;
 The minimum DH specified in the FCOM/AOM, if stated;
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 The minimum height to which the precision approach aid
can be used without the required visual reference; and 200
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feet.
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(ii) Visual references
No pilot may continue a precision approach CAT I below the DH
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unless at least one of the following visual references for the
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intended runway is distinctly visible to, and identifiable by the
pilot:
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 Elements of the approach lighting system;

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The threshold, or its markings, lights or identification lights;

 The visual glide slope indicator(s);
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 The touchdown zone, zone markings or zone lights; or

 The runway edge lights.
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Precision Approach CAT II

if
(i) Category II
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A category II operation is a precision instrument approach and

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landing using ILS or MLS with:


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A RVR of not less than 300m. and

 A decision height below 200 ft and not lower than 100 ft.
on
The DH shall be not lower than:


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The minimum DH specified in the FCOM/AFM/AOM;

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can be used without the required visual reference;

 The OCH/OCL for the category of the aircraft;
 The DH to which the flight crew is authorized to operate;
 100 ft.
Note: Reported crosswind component must not exceed 10 kt.
Chapter 8

No pilot may continue a precision approach CAT II below the DH
unless the following visual references are attained and can be
maintained.
The visual references must contain:
A segment of at least 3 consecutive lights being:
 The center light of the approach lights; or
 Touch down zone lights; or
 Runway center line lights; or
ed
 Runway edge lights; or

t
A combination of these; and
in
 A lateral element of the ground pattern, for example:
pr
 An approach lighting crossbar; or
 The landing threshold; or
or
 A barrette of the touchdown zone lighting.
d
de
The required RVR/VIS charted in various approach charts are
determined by using the relationship between MDH and ACFT
oa
category with respect to approach lighting and runway lighting
facilities in conjunction with runway marking.
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(iv) Determination of DH
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The approved decision height is obtained for CAT II operations.

The most critical terrain lies in an area 60 m either side of the
d
extended runway centerline into the approach area to the

distance of at least 300 m before the threshold.
if
The approved DH is converted to a radio height as follows:

d
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 Using the precision approach terrain profile chart, the

nominal position of the DH is projected onto the horizontal
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plane through the landing threshold;

 Applying the difference in elevation of this plane to the
on
ground at the nominal position of the DH point by adding to

or subtracting from the approved DH to get the decision
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height by means of the Radio Altimeter.

Precision Approach CAT III
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(i) Category III

A category III operation is a precision instrument approach and
landing using ILS or MLS. Category III is subdivided in category
III A and in category III B as follows:
Category III A approach is a precision instrument approach and
landing with:
 A decision height lower than 100 ft (30 m); and
 A runway visual range not less than 200 m.
Chapter 8
 Category III B approach is a precision instrument approach

and landing with:
 A decision height lower than 50 ft (15 m) or no decision
height; and
 A runway visual range less than 700 ft (200 m) but not less
than 75 m.
Note: Where the decision height (DH) and runway visual range
(RVR) do not fall within the same Category, the RVR will
determine in which Category the operation is to be considered.
For operations in which a DH is used, the DH must not be lower
ed
than:
t
 The minimum decision height specified in the
in
FCOM/AFM/AOM;
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can be used without the required visual reference;
or
 The decision height to which the flight crew is authorized to
operate.
d
 Operations with no DH may only be conducted if:
 de
Operation with no decision height is authorized in the
FCOM/AFM/AOM;
oa
 Approach aid and airport facilities can support operations
with no DH;
nl
 The operator has an approval for CAT III operation with no

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DH.
Note: In case of a CAT III runway, it may be assumed that
d
operations with no decision height can be supported unless

specifically restricted as published in the AIP or NOTAM.
if

d
lle
For CAT III A operations, a pilot may not continue an approach

below DH unless a visual reference containing at least 3
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consecutive lights being:

 The centerline of the approach lights; or
on
 The touchdown zone lights; or


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The runway center line lights; or

 The runway edge lights; or
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 A combination of these is attained and can be maintained.

For CAT III B operations with fail-operational flight control
systems using a DH, a pilot may not continue an approach below
the DH unless a visual reference containing at least one
centerline light is attained and can be maintained.
For CAT III operations with no DH there is no requirement for
visual contact with the runway prior to touchdown.
The permitted RVR is dependent on the level of aeroplane
equipment. A CAT III runway may be assumed to support
Chapter 8
operations with no decision height unless specifically restricted

as published in the AIP or NOTAM
Roll-out
.Approach control/
Decision Height (ft) RVR (m)
category guidance
system
III A Less than 100 ft Not required 200 m
ed
III B Less than 100 ft Fail-passive 150 m
III B Less than 50 ft Fail-passive 125 m
t
in
Less than 50 ft or no
III B Fail-operational 75 m
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DH
or
Note: Reported crosswind component use not exceed 10 Kt.
d
Required RVR
de
The touchdown zone RVR is always controlling. If reported and
oa
relevant, the mid-point and stop end RVR is also controlling. The
minimum RVR for the midpoint is 125 m or the RVR required for the
nl
touchdown zone if less. The minimum RVR for the stop end point is
75 m. For aircraft equipped with a roll-out guidance or control system,
ow
the minimum RVR value for the mid-point is 75 m. "Relevant" in this

context means that part of the runway used during the high speed
d
phase of the landing down to a speed of approximately 60 knots.

if
Decision height
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The decision height is measured by means of Radio Altimeter. In CAT

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III operations as in other operations, the aircraft should be capable of

executing a missed approach from any height prior to touchdown. For
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CAT III fail-operational operations either a decision height or an alert

height may be used. If a decision height is used, any necessary visual
on
reference is specified.
Alert height
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Alert height is a height specified for operational use by pilots (200 ft or

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less, according to aircraft type, above the highest elevation in the

touchdown zone):
(i) Above this height, if a failure occurred in one of the required
redundant operational systems in the aircraft or in the relevant
ground equipment, a Category III approach would be
discontinued, and a missed approach initiated;
(ii) Below this height, the approach, flare, touchdown and, if
applicable, roll-out may be safely accomplished following any
failure in the aircraft or associated Category III system.
This height is based on characteristics of an aircraft and its particular
Chapter 8
fail-operational airborne Category III system
Visual Maneuvering (Circling)

Visual maneuvering (circling) is the term used to describe the visual
phase of an instrument approach required to position an aircraft for
landing on a runway which is not suitably located for a straight-in
approach.
The minimum MDH and visibility which are required for visual
maneuvering are as given in Table below.
ed
Caution: The minima given in the following table shall not be
used as they are without changes. This table only gives the
t
in
lowest limit that shall never be transgressed or violated. The
flight crew shall also take into account the aircraft capability, the
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aerodrome operating minima, the operator’s minima; and the
crew minima.
or
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Visibility and MDH for visual maneuvering
Aircraft category A
de B C D
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MDH 400 ft 500 ft 600 ft 700 ft
Minimum meteorological
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1,500 m 1,600 m 2,400 m 3,600 m

visibility
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Minima
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The methods used to determine and establish the circling minima by

each state are different, depend on its location and preferred
if
regulation. The determination methods are as follows:

d
In conformity with FAA-OPS SPEC part C

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When conducting an instrument approach procedure which requires

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a circling maneuver to the runway of intended landing, the foreign air

carrier shall not use a landing minimum lower than specified in the
on
Table below:
Speed Category (MAX Visibility in
HAA (MDH)
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IAS) Statute Miles

120 kt 450 ft 1
U
140 kt 450 ft 11⁄2

165 kt 550 ft 2
In conformity with JAR-OPS 1 subpart E

The lowest minima to be used for circling are the same as regulated by
ICAO-AWO.
Chapter 8
For operating minima, refer to Jeppesen– Aeronautical Chart.

Visual Approach
For a visual approach, an RVR of less than 800 m shall not be used. IFR
flights may be cleared to execute visual approaches provided the pilot can
maintain visual reference to the terrain and:
(i) The reported ceiling is not below the approved initial approach
level for the aircraft so cleared; or
(ii) The pilot reports at the initial approach level or at any time during
the instrument approach procedure that the meteorological
conditions are such that with reasonable assurance a visual
ed
approach and landing can be completed.
Separation shall be provided between an aircraft cleared to execute a
t
in
visual approach and other arriving and departing aircraft. If visual contact
with terrain is established before completion of an approach procedure, the
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entire procedure must nevertheless be executed unless a visual approach
clearance shall be obtained.
or
Requirement for Night Landing
d
When performing night landing the following aids must be installed and
functioning: de
(i) Glide path reference, which may consist of:
oa
 An ILS glide path; or
nl
 A Visual Approach Slope Indicator system. (e.g. PAPI,

VASI, etc.); or
ow
 Approach lights with at least one crossbar or a centerline

consisting of barrettes.
d
Note: Barrettes are three or more aeronautical ground lights arranged

if
in such a way that from a distance they appear as a short cross bar of
d
light
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(ii) Runway edge lights, threshold lights and runway end lights.
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on
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Chapter 8
VFR En-route Operating Minima

VFR flights are generally not allowed except when authorized by OS. When
authorized, VFR flights shall be conducted in accordance with the Visual
Flight Rules and in accordance with the table below. Special VFR flights
shall not commence when the visibility is less than 3 km and not otherwise
be conducted when the visibility is less than 1.5 km.
Presentation and Application of Aerodrome and En-route Operating
Minima
ed
Aerodrome and en-route operating minima shall be specified for each
departure, destination or alternate aerodrome authorized for the type(s) of
t
in
aircraft and operations concerned. These minima must take into account
any increment to the specified values imposed by the state.
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Furthermore, the operating minima are applicable if:
or
The ground equipment shown on the respective chart required for the
intended procedure is operative;
d
de
The aeroplane systems required for the type of approach are
operative;
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The required aeroplane performance criteria are met;
The crew is qualified accordingly.
nl
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The aerodrome operating minima for take-off and Landing must be

established as specified in OM-A 8.1.3 Methods for the Determination
d
of Aerodrome Operating Minima for VFR and for IFR Flights. These minima
must not be lower than the minima indicated on the Jeppesen – Approach
if
Chart.
d
lle
In additional; it must be specified that:

The instrument departure and approach procedures established by
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the state in which the aerodrome is located must be used;

on
Notwithstanding the instrument departure and approach procedures

above, a P-i-C may accept an ATC clearance to deviate from a
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published departure or arrival route, provided obstacle clearance

criteria are observed and full account is taken of the operating
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conditions.
The final approach must be flown visually or in accordance with the
established instrument approach procedure;
Different procedures to those required to be used in accordance with
the instrument departure and approach procedures above may only
be implemented by The company provided they have been approved
by the State in which the aerodrome is located, if required, and
accepted by the authority.
Chapter 8
Meteorology
Crew are required to copy all weather reports of the destination, and any
other relevant aerodromes.
Meteorological Information for Pre-flight Planning
Meteorological information shall comprise at least:
(i) A significant weather chart corresponding to the flight;
(ii) Upper temperatures/winds charts in accordance with the
different FL used during the flight;
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(iii) Aerodrome reports (METAR) and aerodrome forecasts (TAF)
for departure, destination, destination alternate and en route
t
alternate airports;
in
(iv) SIGMET information corresponding to the flight.
pr
(v) The flight planning shall normally be based on the latest TAF
or
available, covering ± 1 HR of the expected time of arrival at
intended destination.
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Meteorological Information
de
The meteorological authority designated by each state shall provide
or arrange for the provision of meteorological services for international
oa
air navigation in accordance with the standards and recommended
practices of ICAO Annex 3.
nl
Operational Practices for Interpretation of Meteorological Information

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Whenever changes in meteorological conditions are given in

TAF/Trend, the application of forecasts following change indicators
d
are specified in the Table below:

if
d
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Chapter 8
Application of forecast following change indication in TAF/Trend
BECMG (alone), BECMG FM,

FM (alone) and BECMG TL, BECMG FM... *TL
TEMPO (alone), TEMPO FM, TEMPO FM...TL, PROB30/40(alone) PROB TEMPO
BECMG AT: In case of:
TAF or TREND Deterioration Improvement

For aerodrome planned as:
Transient/Shower
Deterioration Conditions in Persistent Conditions Deterioration and
and Deterioration Improvement connection with In connection with e.g. haze, Improvement
Improvement short-lived weather mist, fog, dust/sandstorm, In any case
phenomena, e.g. continuous precipitations
thunderstorms, showers
ed
Applicable
Applicable from from
The time of start of change The time of
t
end of change
in
Applicable
Destination Take-Off
Not applicable
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Alternate Deterioration maybe
Mean wind Mean wind should be with in disregarded.
Destination Alternate En- Should be
Should be with in required limits Mean wind and gusts required limits Improvement should be
route Alternate disregarded
Gusts exceeding required limits disregarded including
(al latETA±1HR, except isolated
or
May be disregarded may be disregarded Gusts mean wind and gusts.
aerodrome at ETA -1/+2 Hr.)
May be disregarded
d
Note1:"Requiredlimits"arethosecontainedintheOperationsManual.
de
oa
Note2: If promulgated aerodrome forecasts do not comply with the requirements of ICAO Annex3, operators should ensure that guidance in the application of these reports are
provided.
*The space following "FM" should always include at time group, e.g."FM1030".
nl
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Determination of the quantities of fuel and oil carried

d
Fuel Policy
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The fuel calculation before departure shall conform to the pre-flight

planning procedures and based on the latest meteorological
d
information available.
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At the planning stage, not all factors which an influence on the fuel
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consumption to the destination aerodrome could have can be

foreseen. Therefore, contingency fuel is carried to compensate for
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items such as:

(i) Deviations of an individual aircraft from the expected fuel
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consumption data;
(ii) Deviations from forecast meteorological conditions; and
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(iii) Deviations from planned routings and/or cruising level/altitudes.

Whenever the P-i-C orders an extra fuel in excess of the minimum
fuel required for the flight, the economical aspect should be
considered.
The operational flight plan defines the minimum fuel requirement for
the flight. Deviation below the minimum plan fuel is not allowed.
The Burn-off is based on the planned ZFW given in the Company
Operational Flight plan Application. Should the actual ZFW differ
from the planned ZFW, the Burn-off should be adjusted by the Burn-
Chapter 8
off adjustment figures provided on the CFP. The actual ZFW and
burn-off shall be annotated on the CFP for record.
An Alternate must be planned for each destination. If the Destination
Alternate is not available due to weather or any reason, the next
available aerodrome in the order listed under Flight Planning
Sequence shall be nominated. Operational and weather
considerations may warrant the Commander to nominate another
listed Alternate which deviate from the Flight Planning Sequence.
Whenever the Commander exercises this discretion, he must give
reasons in the Voyage Report.
ed
Standard Fuel Planning
The pre-flight calculation of usable fuel required for a flight includes
t
in
taxi fuel, trip fuel reserve fuel and extra fuel if required by the P-i-C.
Reserve fuel consists of contingency fuel, alternate fuel, final reserve
pr
fuel and additional fuel if required by the type of operation.
Therefore, the fuel planning must be sufficient to cover the following
or
requirements:
(i) Taxi fuel
d
The amount of fuel is expected to be used prior to take-off and
de
after landing, taking into account the APU consumption and local
conditions at the departure and arrival aerodrome. The standard
oa
amount of taxi fuel for the aircraft type is stated as follows:
nl
 B737-800 is 300 kg. for Donmuang and International route

departure
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 B737-800 is 200 kg. for all other domestic departure

 Q400 is 100 kg.
d
The additional amount may be required by local conditions.

if
(ii) Trip Fuel

d
lle
The amount of fuel is required for:

 Take-off and climb from aerodrome elevation to initial
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cruising level/altitude, taking into account the expected

departure routing; and
on
 Cruise from top of climb to top of descent, including any

step climb/descent; and
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 Descent to the point where the approach is initiated, taking

into account the expected arrival procedure; and
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 Approach and landing at the destination aerodrome.

(iii) Contingency fuel
The amount of fuel is required for unforeseen sectors which can
have influence on fuel consumption to the destination
aerodrome, such as
 Deviation of an individual aircraft from the expected
consumption data.
 Deviation from metrological conditions.
Chapter 8
 Deviation from routing, cruising levels or cruising speed.
Contingecny fuel which

shall be EITHER
5% of the planned trip fuel or, in the event of in-flight re-planning.

5% of the trip fuel for the remainder of the flight
t ed
in
Not less than 3% of the planned trip fuel or, in the event of in-flight
replanning, 3% of the trip fuel for the remainder of the flight, provided
pr
that an en-route alternate aerodrome is available.
or
d
But AT LEAST:
de
oa
An amount to fly for five minutes at holding speed at 1500 ft (450m),
nl
above the destination aerodrome in standard conditions.

ow
Notes:
d
 The following maximum and minimum amount of CF are

recommended to be used for flight planning.
if
 The minimum CF for the aircraft types given below are not less
d
than
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 For B737, the CF shall not be less than 300 Kg.

 For DH4, the CF shall not be less than 100 Kg.
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 The maximum CF for the aircraft types are as follows:

on
 For B737, not more than 800 Kg.

 For DH4, not more than 130 Kg
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Chapter 8
(iv) Alternate fuel:

The amount of fuel which shall include:
 Fuel for a missed approach from the applicable MDA/DH at
the destination aerodrome to perform missed approach;
and
 Fuel for climb from missed approach altitude to cruising
level/altitude, taking into account the expected departure
routing; and
 Fuel for cruise from top of climb to top of descent, taking
ed
into account the expected routing; and
 Fuel for descent from top of descent to the point where the
t
approach is initiated, taking into account the expected
in
arrival procedure; and
pr
 Fuel for executing an approach and landing at the
destination alternate aerodrome; and
or
 Destination alternate contingency fuel; (normally 5% of
destination alternate fuel).
d
Note: If two destination alternate aerodromes are required,
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alternate fuel shall be sufficient to proceed to the alternate
aerodrome which requires the greater amount of alternate fuel.
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(v) Final Reserve fuel
nl
Fuel required to fly for 30 minutes at holding speed at 1500 ft

above the alternate aerodrome under standard temperature
ow
conditions. calculated with the estimated weight on arrival at the

alternate, or the destination when no alternate is required for
d
flight planning.
if
Note: Note As a normal operating procedure, the P-i-C shall

d
ensure that a safe landing can be made with final reserve fuel
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remaining.
(vi) Minimum additional fuel
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Fuel required in addition to Minimum fuel and Company fuel for

the purposes of:
on
 Covering fuel transportation (tinkering) e.g. economy

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tankage/Through tankage, where applied; or

 Holding for 15 min at 1,500 ft above destination aerodrome
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elevation is standard conditions, when a flight is operated

without a destination alternate aerodrome.
 allow the aircraft to descend as necessary and proceed to
an alternate aerodrome in the event of engine failure or loss
of pressurization, whichever requires the greater amount of
fuel based on the assumption that such a failure occurs at
the most critical point along the route
 fly for 15 minutes at holding speed at 450 m (1 500 ft) above
aerodrome elevation in standard conditions; and
Chapter 8
 make an approach and landing;

(vii) Company fuel
Fuel uplifted in addition to minimum ramp fuel to cover
Company’s specific operational requirements such as
destination holding. Where traffic holding is required, the holding
time recommended shall be listed on the respective Company’s
information chart or applicable NOTAM. Fuel quantity shall be
based on the following standard holding consumption:
 For B737. 2.4 t/h

ed
For DH4, 1000 kgs/h
Note: The P-i-C may disregard this requirement, taking into
t
consideration the wind, weather and traffic.
in
(viii) Mandatory reserve fuel
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The amount of fuel, required for isolated destination, to fly for two
hours at normal cruise consumption after arriving overhead the
or
destination, including final reserve fuel.
d
(ix) Ramp fuel
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The total fuel on board the aircraft before starting engines. Fuel
ordered by the P-i-C or the flight dispatcher shall always refer to
oa
RAMP FUEL.
nl
(x) Take-off fuel

Ramp fuel minus taxi fuel.
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(xi) Block fuel

d
The pre-flight calculation of usable fuel (BLOCK FUEL) required

for a flight includes taxi fuel, trip fuel reserve fuel, alternate fuel,
if
and any additional fuel required by the P-i-C.

d
(xii) Extra fuel

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At the discretion of the P-i-C, he may decide for example to add

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fuel to the minimum required fuel quantity defined above if he

expects significant deviations from present flight planning, this
includes fuel requirement penalties due to inoperative equipment
on
or component according to MEL/CDL.

nc
The figure below illustrates the different fuel quantities for a

standard flight fuel planning.
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Chapter 8
t ed
in
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or
Note: Additional fuel and extra fuel are not shown in this figure.
d
Planning without Destination Alternate
Criteria de
The flight can be planned without destination alternate, if
oa
(i) The destination is fulfilled with all of the following criteria:
nl
 The duration of the flight does not exceed 6 hours; and

ow
 Two separate runways are available and usable at the

destination; and

d
The destination weather forecast indicates that, for the

period from one hour before until one hour after the ETA at
if
destination, the ceiling will be at least 2000 ft or circling

d
height + 500 ft whichever is greater; and the visibility will be

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at least 5 km.; or
(ii) The destination is isolated, and no adequate destination
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alternate exists.
Weather requirements
on
(i) For planning without destination alternate, weather required for

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destination shall be at least as stated in Criteria of destination

above.
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(ii) Weather requirement for isolated destination shall be the same

as that required for destination alternate planning minima.
Minimum fuel requirements
 When a flight is planned without destination alternate as in
Criteria of destination above, the minimum amount of fuel
to be on board shall include:
Taxi F. + Trip F. + CF + Final reserve F. + additional F. 15
min. + Extra F., if required by the P-i-C.
Chapter 8
 For isolated destination, the minimum amount of fuel to be

on board shall include:
Taxi F. + Trip F. + CF + Mandatory reserve F. + Extra F., if
required by the P-i-C.
Planning with One Alternate Aerodrome
Except conditions stated in OM‐A 8.1.7.a) —Fuel Policy above, all flights
shall be planned with at least one destination alternate.
(i) Weather Requirements
For destination and planning minima for alternate aerodrome,
ed
see OM‐A 8.1.2.c)—Planning Minima.
(ii) Minimum fuel requirement
t
in
The minimum amount of fuel to be on board shall include:
pr
Taxi F. + Trip F. + CF + ALTN F. + Final reserve F. + Extra F., if
or
Planning with Two Alternate Aerodromes
Criteria
d
de
When the weather at the destination does not meet the requirements for
planning without alternate, or with one destination alternate, or when no
oa
weather forecast is available, or expected crosswind exceed limits for the
aircraft types, the flight shall be planned with two alternate aerodromes.
nl
d ow
if
d
Minimum fuel requirement

lle
The minimum amount of fuel to be on board shall include:

tro
Taxi F. + Trip F. + CF + ALTN F. (sufficient to cover the alternate

requiring the greater amount of fuel) + Final reserve F. + Extra F., if
on

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Isolated Aerodrome
An aerodrome is considered suitable for isolated destination aerodrome, if
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the weather reports, forecasts or any combination thereof indicate that,

during a period commencing 1 hr. before and ending 1 hr. after the
estimated time of arrival at the aerodrome, the weather conditions will be
at or above the planning minima. See OM‐A 8.1.2.c)—Planning Minima for
the required minima.
Minimum fuel requirement
When the destination is an isolated airport for which a destination
alternate does not exist or meet standard requirement of NOK, the
amount of fuel at departure should include:  
Chapter 8
Taxi F. + Trip F. + Contingency F. calculated as for a standard flight

planning + Fuel necessary to fly for 2 hrs. at cruise level, cruise
speed after arriving overhead destination + Extra F. (if required by
P-i-C).
Fuel Transportation (Tankering)
Economy tankage
On flights where fueling in excess of the minimum requirements will result
in a saving in operating costs, an economy tankage shall be established.
This tankage must be limited to an amount which will ensure the safe
operation even at the increased weight.
ed
On sectors limited by landing weight, to avoid weight problem in case of
t
last-minute change of payload, a suitable margin shall be left when
in
calculating the total amount of fuel. The recommended pre-planned landing
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weight for the aircraft types are as follows:
For B737. Max LW minus 500 kgs.
or
For DH4, Max LW minus 300 kgs
d
Note: THRU Tankage is the sum of burn off (for the first sector) + Minimum
de
fuel required for the next sector. It is the P-i-C's consideration whether the
extra fuel is required if fueling is not available at intermediate station.
oa
nl
Oil
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(i) Adequate oil quantity to cover the requirements of trip,

contingency, alternate, reserve and taxi must be loaded prior to
departure.
d
(ii) The minimum oil quantity requested for any flight equal to the
if
minimum quantity specifies for an engine, plus the estimated oil

d
consumption.
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(iii) The estimated oil consumption will cover the planned flight time
the aircraft can be operated with the quantity of fuel requested
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by the fuel planning, plus 15 minutes.

(iv) The hourly oil consumption is determined by the maintenance.
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The minimum and maximum oil quantities and the maximum average
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estimated oil consumption (if no data from maintenance available) are

indicated in FCOM “Standard Operating Procedure” chapter
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Chapter 8
Mass and Centre of Gravity

In accordance with ICAO Annex 5 and the International System of Units
(SI), the actual and limiting masses of aeroplanes, the payload and its
constituent elements, the fuel load etc., are expressed in EU-OPS 1 in units
of mass (kg). However, in most approved flight manuals and other
operational documentation, these quantities are published as weights in
accordance with the common language. In the SI system, a weight is a force
rather than a mass. Since the use of term “weight” does not cause any
problem in the day-today handling of aeroplanes, its continued use in
operational applications and publications is acceptable.
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Definition
Manufacturer’s Empty Weight (MEW) The weight of the structure,
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in
power plant, furnishings, systems and other items of equipment that
are considered an integral part of the aircraft. It is essentially a “dry”
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weight, including only those fluids contained in closed systems (e.g.
hydraulic fluid).
or
Operational Empty Weight (OEW) The manufacturer’s weight empty
plus the operator’s items, i.e. the flight and cabin crew and their
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baggage, unusable fuel, engine oil, emergency equipment, toilet
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chemicals and fluids, galley structure, catering equipment, seats,
documents, etc...
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Dry Operating Weight (DOW) The total weight of an aircraft ready
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for a specific type of operation excluding all usable fuel and traffic load.
Operational Empty Weight plus items specific to the type of flight, i.e.
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catering, newspapers, pantry equipment, extra crew etc...

Zero Fuel Weight (ZFW) The weight obtained by addition of the total
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traffic load and the dry operating weight.

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Landing Weight (LW) The weight at landing at the destination airport.

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It is equal to the Zero Fuel Weight plus the fuel reserves.

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Take-off Weight (TOW)

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The weight at take-off at the departure airport. It is equal to the landing

weight at destination plus the trip fuel (fuel needed for the trip), or to
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the zero fuel weight plus the take-off fuel (fuel needed at the brake
release point including reserves).
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Take-off fuel
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The weight of the fuel on board at take-off.

Trip fuel
The weight of the fuel necessary to cover the normal leg without
reserves.
Traffic load
The total weight of the passengers, baggage and cargo, including
non-revenue loads.
TOW = DOW + Traffic load + Reserve fuel a) + trip fuel
Chapter 8
LW = DOW + Traffic load + Reserve fuel a)

ZFW = DOW + Traffic load
Reserve fuel = Contingency + alternate + finale reserve + additional
fuel (see OM‐A 8.1.7.a)—Fuel Policy; Standard Fuel Planning.)
Aircraft weights
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or
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Methods, Procedure and responsibilities for presentation and

acceptance of mass and center o gravity calculations.
(i) Manual Load and Trim Sheet
The load sheet is normally prepared by Ramp Master (RM); upon
Chapter 8
completion, the load sheet is presented to P-i-C for cross-check

and sign
Note: In case of irregularity, when Ramp Master (RM) is not
presented, pilot may complete the load sheet.
After the load sheet has been completed and signed by the P-i-C.
 The original copy is carried on the aircraft and delivered to
NOK or its authorized agent at outstation and retained for
a minimum of six months.
 A carbon copy is carried on the aircraft and delivered to the
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NOK or its authorized agent at the destination airport.
NOTE: Legibility – All numbers and letters must be legible on the
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original and all carbon copies.
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(ii) Procedure and Responsibilities
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Responsibility Ramp Master (RM)
 At stations where the company's RM or the handling agent
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approved by the company are available, the RM is
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responsible for issuing a “Load Control Release” of the
flight concerned and thereby certifying that:
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 The load has been correctly distributed and secured.

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None of the aircraft limitations has been exceeded.

 All relevant procedures have been followed.
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 The load control documents correctly reflect that amount of

load and its  distribution as well as the correct number of
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persons on board.
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Pilot-in-Command
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Regarding load control, the P-i-C shall ensure that:

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 A check has been completed; indicating that the operations

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of the aircraft and of the aerodromes listed in Flight Plan

can be complied with for the flight to be undertaken.
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 The flight has been planned to meet the company's

standards relating to the expected weather conditions as
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well as fuel and oil supply.

 In an exceptional case, a flight may be planned to a station
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for delivery of passengers / cargo followed by an empty

flight to a base station without being served by a load
control supervisor. In this case, a pre-prepared load sheet
shall be issued by the preceding station for a completion by
the P-i-C after the load control supervision had been
performed.
Chapter 8
The policy for use Actual Weight

Actual or standard masses may be used for passengers and
baggage when determining the aircraft traffic load. Actual masses
shall be used when taking freight into account:
 Passengers plus hand baggage: standard masses are used;
 Baggage: weighed at check-in. If not possible, standard masses
are used;
 Freight: must be always weighed.
The P-i-C must be advised when a non-standard method has been
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used for determining the mass of the load and the method used must
be stated in the mass and balance documentation.
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Method for determining the passenger, baggage and cargo mass
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Standard Passenger Weights (For International and domestic flights)
or
A/C Type Passenger Weight
(1) (2)
Adult
Child Infant
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(Male/Female)
B737-800 75 kg de 35 kg 10 kg
DHC-8-400 (Q400) 75 kg 35 kg 10 kg
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NOTE
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(1)- All children aged two years and over must have their own seats.
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(2)- All children aged less than two years must be securely held by an
adult during taxiing, takeoff, landing, turbulence, emergency and
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whenever the fasten seatbelt sign comes on during flight, otherwise

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cabin crew may provide infant seatbelt on requested.

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(3)- Adult Passenger Except Flight to / From Mae Sot and Phrase use
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70 kg.
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Standard Crew Weight: 75 kg (including baggage)

Standard Cabin Baggage Weight: 7 kg per passenger
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Standard Loaded Baggage Weight: 20 kg per piece if the actual weight

cannot be determined
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Chapter 8
The applicable passenger and baggage masses for various types

of operations and aircraft type
Refer OM-A 8.1.8 d)
Instructions and information necessary for verification
The load control check shall be performed by Ramp Master. The
load control is completed, and the aircraft is released for departure
(Load Control Release) when:
The load sheet issued for the flight concerned has been checked
and, if necessary, corrected by the Ramp Master in accordance with
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the instructions in para (g) below.
The Pilot-in-Command has checked and signed the load sheet for
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the flight concerned, and has been informed of any last-minute
changes, either verbally or in writing.
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Last Minute Changes Procedure
or
The load sheet shall be presented to the Pilot-in-Command, at the
latest, 15 minutes prior to STD or ETD of the flight concerned. Last-
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Minute Changes need not be entered on the load sheet before it is
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handed over to the crew, however; Ramp Master shall check any
mistake on the load sheet and ensure whether fuel figures
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correspond to those shown on the Fueling Order before presenting
the load sheet to the Pilot-in-Command.
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Last-Minutes Changes may be conveyed to flight deck crew verbally

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after the Ramp Master has entered all changes and corrections on
the load sheet copies which are retained on the ground and after he
has ascertained that no weight limitations have been exceeded and
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that the calculated balance conditions of the aircraft are within the
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prescribed limits.
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Verbal communication of last-minute changes to flight deck crew

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may be done by informing them directly, or by using internal

communication facilities of the aircraft (interphone,
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intercommunication system) or by using radio communication on the

CUT frequency.
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Load sheet shall reflect the loading condition of an aircraft prior

takeoff. In order to comply with this, it is often necessary to correct
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load sheet after completion. Such corrections are called Last -

Minute Changes (LMC’s) and are usually done at the aircraft side
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under the pressure of time. There is a risk of making errors under

such circumstances, thus great care and attention are demanded
from staff carrying out the corrections. Therefore, only personnel with
the required qualifications as stated in LCP 4.3.3 are permitted to
perform this duty.
Change of fuel load not greater than 15 minutes of cruise
consumption for the aircraft type at the maximum landing weight may
be accepted as Last Minute Change if the Captain verifies the index
change and the amended index is used in flight procedures. The
Chapter 8
load sheet, Trim sheet and NOTOC (when required) must have all
last minute changes recorded.
For more information on LMC

B737-800 + 600 kgs
DHC-8 + 300 kgs
Note:
1) A new load sheet is not required when the load changes are within
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the
maximum allowable weight & balance last minute change table per
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aircraft type.
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2) The maximum allowable weight & balance for last minute change
was calculated by RM.
or
Specific gravity of fuel, oil and water methanol
The fuel and oil supplier generally provide the specific gravity of fuel
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and oil to be used. If not known, the following values are used:
(i) Fuel: – JET A/A1: 0.79;
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(ii) Oil: 0.88.
Seating policy/procedures
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All persons on board aged 2 years or more must occupy a fixed seat
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fitted with a safety belt (or a berth fitted with a restraining belt). Seats
layout must permit access to emergency evacuation doors and the
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assistance of the cabin crew. Any infant (less than 2 years old) must
be attended by an adult (more than 18 years old). This adult may
if
hold the infant in his arms and the safety belt of this adult seat must
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not strap the infant but only the adult. A supplementary loop belt or
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other restraint device must be used for the infant.

The number of passengers on each seat row must not be higher
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than the number of life vests and oxygen masks available on this
row.
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The rules concerning children assistance are specific to each

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operator and must be defined by the company.

(i) Any child (less than 12 years old) should be assisted by an
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adult seated near him. The adult attending children must be

informed of safety instructions, the lay out of the emergency
exits and of the use of the individual safety equipment. An adult
may attend a group of children if he is not in charge during the
flight of an infant less than 2 years old. This adult could be a
cabin crewmember in addition of the minimum cabin crew
number and being not on safety duty during the flight.
(ii) When passengers are embarking, required cabin crew must be
on board and be able to give instruction about seat availability
Chapter 8
or allocation and hand baggage storage. Cabin crew must be

informed by ground crew or flight crew about hazardous
situation and must be able to manage emergency evacuation of
passengers.
(iii) The number of passengers must be checked with the
passenger manifest (list of passengers) established by the
operations. Before departure, a copy of the checked passenger
manifest must be left to a ground agent and kept by the
company.
(iv) In case a passenger is missing, his checked baggage must be
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unloaded. If necessary, all checked baggage should be
unloaded and all passengers should be disembarked and
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required to identify their baggage. The captain shall request
in
airport security assistance should any unidentified baggage
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remain.
(v) In case the number of passengers is higher than the number on
or
the passenger manifest, a check of all passenger boarding
pass must be done.
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(vi) At arrival copies of the checked passenger manifest must be
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available on board the aircraft to be given to the authorities
(police, customs, ...).
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Exit Row Seating Assignments
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See GOM 5.2.1

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Multiple Occupancy of Aircraft Seats

See OM-A 8.2.2
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For Helicopter Operations

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Not applicable to NOK operations

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List of Documents, Forms and additional information

Refer to Load Control Procedure (LCP) – Documentation
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Air Traffic Services Flight Plan

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All flights shall be filed and performed according to an IFR flight plan which
must not be changed to VFR.
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On all flights, unless a repetitive flight plan (RPL) is filed, an ATS flight plan
(FPL) shall be filed at the ATS reporting office in order to have its ATC
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clearance and to permit alerting services to be activated, if required.

The ATS flight plan shall be filed at least 1 HR before the ETD, unless
national regulations state otherwise.
The flight dispatcher on duty or if not, at remote station, the flight crew has
in charge to file the ATS flight plan. It is the responsibility of P-i-C to check
that the ATS flight plan has been filed and is correct and comply with the
routing to be flown.
The flight plan should be amended, or a new flight plan submitted, and the
Chapter 8
old flight plan is cancelled, whichever is applicable in the event of delay in

excess of 1 hr. of the ETD.
A copy of the accepted ATS flight plan with, any modifications to the filed
flight plan shall be given to the P-i-C to be carried aboard.
Change of flight plan shall be reported to ATS as soon as practicable. If
communication or navigation equipment degrades to such an extent that
the flight cannot be carried through according to flight plan, the appropriate
ATC function shall be informed without delay. Refer to ICAO rules of the air
– Annex 2in Jeppesen airways manual general, Inadvertent deviations from
flight plan shall be correctly reported as follows:
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(i) If the flight is off track, take action to regain track as soon as
practicable.
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(ii) If average true airspeed varies by 5% or more from that given
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in flight plan, inform ATS.
(iii) If any estimated time given is in error by more than 2 min, notify
or
ATS.
Note: Country rules and procedures may give other criteria. Ref RM
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Jeppesen airways manual (Regions)
Air Traffic Services Flight Plan
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Refer to Jeppesen AWM, Air traffic Management (DOC 444)
Appendix 2 – Flight Plan.
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Operational Flight Plan

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The Operational Flight Plan shall prepare by flight dispatcher consist of the
company flight plan plus Names/Duty Assignment Of Flight Crew Members
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And Relevant Meteorological Information. The Relevant Meteorological

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Information Required For The Flight Should Be Arranged As Specified

Below:
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First Flight of The Day

Significant Weather Chart For The Applicable Area;
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Upper Wind Chart;

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Sigmets, If There Is Significant Weather Concerning Operation Of The

 Flight;
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TAF and/or METAR (Trend) For Applicable Aerodromes.

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Chapter 8
Consecutive Flights
Within The Validity Period of The Significant Weather Chart/Upper Wind
Chart:
TAF and/or METAR (Trend) For Applicable Aerodromes;
Sigmets, If There Is Significant Weather Concerning Operation Of The
Flight.
Outside The Validity Period of The Significant Weather Chart/Upper Wind
Chart:
Significant Weather Chart For The Applicable Area;
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Upper Wind Chart;
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Sigmets, If Applicable;
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TAF and/or METAR (Trend) For Applicable Aerodromes.
Company Flight Plan
or
Preparation of the Company flight plan, including determination of minimum
fuel is performed by licensed dispatchers.
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A Company flight plan shall be completed for every intended flight and
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signed by both the flight dispatcher and P-i-C indicating that the flight can
be conducted safely and complied with the Company's requirements.
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Prior the flight, the copy of company flight plan signed by the P-i-C shall be
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kept for 6 months at the responsible flight dispatch services office.

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After completion of the flight, the approved company flight plan completed
and signed by the P-i-C including copy of ATS flight plan shall be kept for 6
months at the responsible flight dispatch service office.
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The Company flight plan contains the following items:

if
Aircraft registration
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Aircraft type and variant

Date of flight
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Flight identification
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Place and time of departure (planned and actual)

Place and time of arrival (planned and actual)
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Route and route segments with checkpoints / waypoints distances,

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time and track

Planned cruising speed and flying times between checkpoints /
waypoints. Estimated and actual times overhead.
Planned altitudes / flight levels
Fuel calculations (record of inflight fuel checks)
Minimum fuel required
Alternate (s) for destination, including all information required
Chapter 8
All entries on the Company flight plan shall be made concurrently and be of
a permanent nature. Nok uses either standard flight plan or computer flight
planning as the company flight plan.
Refer to Appendix E
Aircraft Flight Log and Aircraft Technical Log (ATL):

Aircraft Technical Log:
NOK ensures the information entered in the ATL is up-to-date, legible,
cannot be erased and is correctable in the case of an error provided
each correction is identifiable and errors remain legible.
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PIC records in the ATL, for each flight, description of known or
suspected defects that affect operation of the aircraft. Cockpit crew
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will fill up the complaint section with aircraft registration no., flight no.
and date mentioning his name in the appropriate box. The License
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Aircraft Engineer (LAE) will fill up the action/release section
mentioning his name and LAE License no. The LAE on duty at
or
respective departure station must mention the date & time of the
aircraft release, also check all data in item 16 of ATL, filled up by the
d
Cockpit Crew and will correct if there is any discrepancy to eliminate
carry-forward mistakes in the ATL. de
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8.1.1.1
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For further information, refer to MPM Chapter 3 – 3.17 Aircraft log

handling procedure.
Aircraft Log Entries
When writing a remark in the Aircraft Log, the pilot shall detail the actual
defect and the crew action taken to try to isolate and rectify the fault. The
Chapter 8
following information should be noted when appropriate:
(i) All relevant instrument readings;  
(ii) Phase of flight;  
(iii) Flight configuration;  
(iv) Use of automatic system;  

(v) All other relevant information.  If there is additional information
or if the remark is of operational nature, a relevant report
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should be filed.
Events Requiring an Aircraft Flight Log Entry and Maintenance
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Inspection
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During ground or flight operations, following events may occur which require
a maintenance inspection after the flight:
or
(i) Hard landing
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(ii) Overweight landing
(iii) Severe turbulence  
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(iv) Overspeed - Flap/slat, MMO/VMO, landing gear, landing gear
tires  
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(v) High-energy stop (refer to the AMM for guidance)  

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(vi) Lightning strike  

d
(vii) Extreme dust  

if
(viii) Tail strike  

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(ix) Any event that the pilot feels a maintenance inspection could
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be needed. An example of such an event is an overly

aggressive pitch up during a TCAS event or a Terrain
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Avoidance maneuver that could cause structural damage.

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These events are required to record in Aircraft Technical Logbook

and if flight safety is concerned, Air Safety Report (ASR) shall be
submitted.
nc
(b) Aircraft Flight Log:

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Flight information Statistic”, which is also treated as Journey Log

contains the following information:
Flight Number, Date (day/month/year), Aircraft Type and
Registration, From (Departure Airport), To (Destination Airport),
Arrival Time in UTC (block/air), Departure Time in UTC (block/air),
Hours of Flight i.e., Total Elapsed Time (block/air), Name of the
crewmembers and staff number, Number of Passenger on board,
Duty assignment of Crewmembers, Fuel Record
Chapter 8
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or
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Aircraft Flight Log will be available for each flight. P-i-C will sign for
completion of series of flight. For further information, refer to FDM Appendix
E - Form.
Chapter 8
List of Documents and Forms to be carried on board the aircraft:

An onboard library is consisted of published relevant manuals, checklists,
booklet, folder and manual/catalog in the form of digital data which may be
needed during flight and on ground.
The onboard documents will be used by flight crew, cabin crew and
maintenance personnel, and shall always be updated by Flight OPS:
The following documents a) and b) are load in the flight deck. Operating
flight crew must check their availability prior to the commencement of each
flight. For each flight, following mandatory documents a) must be carried on
board.
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In case of loss of the other documents and forms b), c), d), the flight shall
t
be dispatches until the aircraft reaches the main base or a place where a
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replacement document can be provided.
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Mandatory Documents
(i) Identification plate
or
(ii) Air Operator Certificate (AOC)
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(iii) Certificate of airworthiness
(iv) Certificate of Insurance
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(v) Certificate of registration
(vi) License for the Operation of Radio Communication
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(vii) Noise Certificate

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(viii) Operations Specification

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Manual and checklist

if
(i) Related Aerodrome, Chart and Route Manuals

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(ii) Flight Crew Operating Manual (FCOM) or Aircraft Operations

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Manual (AOM)
(iii) Operational Manual Part A (OM-A)
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(iv) Captain’s Announcement

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(v) Gross Weight Chart (GWC)

(vi) Emergency Response Guidance
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(vii) Load Control Manual (LCP)

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(viii) Minimum Equipment List (MEL) and Configuration Deviation

List (CDL)
(ix) ICAO document Emergency Response Guidance for Aircraft
Incidents Involving Dangerous Goods )Doc 9481(
(x) Aircraft Security Search Checklist
(xi) Emergency/Malfunction Checklist/ Quick Reference Handbook
(QRH)
Chapter 8
(xii) Mini Normal Checklist (Normal checklist/ Flight Deck

Preparation Checklist)
Safety / Security Checklist / Document Checklist
Folder/Files, Booklet, Pad of forms/logs and others
(i) General Declaration (GENDEC) Forms. (For international flights)
(ii) Flight permission documents (For international flight)
Crew Personal Documents
(i) Flight Crew
 Valid flight crew license
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 Valid medical certificate
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 Valid passport with appropriate visas (if applicable for
in
international flights)
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 Valid ID card
(ii) Cabin Crew
or
 Valid medical certificate
 Valid ID card
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 Valid safety record de
 Valid passport with appropriate visas (if applicable for
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international flights)
 Valid crew certificate
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(iii) Other Crewmember (e.g. LAE, RM)

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 Valid ID card
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Chapter 8
GROUND HANDLING INSTRUCTIONS
Fueling Procedure
Safety Precautions
Safety precautions must be always taken to preclude the possibility of fire
during refueling and defueling procedures.
The main causes of risk of fire with fuel deal with sparks due to static
electricity and hot point (engines, APU, ground installations, smoking).
The fuel generally does not catch fire easily, but the risk of fire is increased
ed
when the fuel is sprayed (link, disconnecting pipe) and in the presence of
fuel vapor especially when low flash point fuels are used.
t
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General safety precautions for fueling procedures are given in respective
FCOM/AOM.
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The following precautions apply during any fueling operations:
or
(i) Engine ignition system must be "OFF";
(ii) The weather radar must be switched OFF;
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(iii) Radio is not transmitting on HF;de
(iv) Electrical circuits in the tanks area must not be connected or
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disconnected;
(v) Ground Power Unit and APU may be functioning, but must not
nl
be started nor Stopped;

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(vi) No open flame, nor smoking is permitted around the aircraft.

P-i-C Duties Concerning Refueling
d
The P-i-C should confirm the dispatcher (or the representative of the airport
if
services manager at line station) that the fuel quantity ordered is sufficient
d
to meet at least the requirements calculated for the flight, and during pre-
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flight preparation he should ensure that he, or a flight crew member

nominated by him, confirms that:
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(i) The aircraft fuel gauges indicate that the tanks have been filled
to the required levels; and
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(ii) Details of the fuel uplift have been correctly entered in the
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Technical Log;
(iii) If an APU is stopped for any reason during a fueling operation it
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should not be restarted until the flow of fuel has ceased and
there is no risk of igniting fuel vapors;
(iv) Smoking is not permitted within 15 m of the aircraft while
refueling is in progress.
Chapter 8
Fueling/De-fueling with passengers embarking, on board or

disembarking
Fueling with Kerosene (JET A, JET A1) when passengers are
embarking, remaining on board, or disembarking, is allowed unless
prohibited by Airport Authorities and following conditions are met to
ensure a coordinated and expeditious cabin evacuation in the
unlikely event that fire does occur:
(i) After arrival of the aircraft, the P-i-C must ensure that fueling
shall not be commenced before passenger steps/passenger
jetways are positioned and the passengers have started
ed
disembarking.
(ii) Permanent supervision of passengers by cabin crew and
t
in
station personnel shall be provided. The airport fire brigade and
airport ramp control shall be informed accordingly. Passengers
pr
shall be led directly to and from the aircraft, keeping the
maximum possible distance from the fueling zone.
or
(iii) A two-way communication shall be established and shall
remain available between the flight crew and cabin crew for the
d
purpose of ensuring notification when the fueling operations
de
start/ end and when a passenger evacuation is required.
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(iv) The “seat belt” sign must be switched OFF.
(v) The “No Smoking” sign must be switched ON, together with
nl
interior lighting to enable emergency exits to be identified.

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(vi) An adequate announcement must be made to the passengers,

repeated as necessary, including the following information:
d
 Fueling will take place;

if
 No-smoking policy must be observed;

d
 Passengers must remain seated with their seat belts

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unfastened;
 Use of electronic devices is prohibited.
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(vii) The minimum cabin crew complement must be present on

board and be prepared for an immediate emergency
on
evacuation.
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(viii) One exit door (normally used for passenger’s

disembarkation/embarkation), with Jetway/stairs in position,
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must be designated as primary exit intended for emergency

evacuation. The area outside that exit must be unobstructed.
(ix) In addition, one secondary exit must be designated as intended
exit for emergency evacuation and cabin crew must be
assigned to standby until the re-/de-fueling is completed.
The area outside that exit must be unobstructed (the
associated slide deployment area must be kept clear and free
of vehicles/obstacles on the ramp within at least 12 m from the
aircraft).
In case evacuation is required, following the Evacuation
Chapter 8
Command,
If not connected with Jetway/stairs : the cabin crew shall open
that door in the armed mode (to allow slide inflation and rapid
evacuation) if outside conditions are safe.
If connected with Jetway/stairs : the cabin crew shall use that
Jetway/stairs for evacuation.
(x) The choice of the designated primary and secondary exit doors
shall be communicated to all crew on board by the P-i-C
(xi) Inside the cabin, ground servicing activities and work (such as
catering and cleaning) should be conducted in such a manner
ed
that they do not create a hazard. The required emergency exits
as well as the aircraft aisle(s) leading to the exit doors must
t
never be blocked by unattended catering or cleaning
in
equipment.
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(xii) All dividers/curtains must be secured in the open position.
or
(xiii) In case of passengers remaining on board, gathering in the
entrance area(s) shall be avoided. Cabin crew must be aware
of the location of wheelchair passengers to ensure a safe
d
emergency evacuation of these passengers if it becomes
de
necessary.
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(xiv) If the presence of fuel vapor is detected inside the cabin, or any
hazard arises during the re-/ de-fueling, the process must be
nl
stopped immediately.
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(xv) It is recommended but not mandatory to position fuel truck on

the right (Starboard) side of the aircraft. Boarding shall not be
delayed because of the fuel truck position.
d
(xvi) A fire truck must be present (applies only if it is an airport

if
requirement).
d
(xvii) In case evacuation is required, crew shall follow Aircraft

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Evacuation procedures.
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Note: Fueling of wide-cut fuel (e.g. JET B/JP4 or equivalent) with

passengers embarking, on board or disembarking is not allowed.
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The following procedure shall be applied:

nc
(i) The pilot(s) shall:

 Ensure that at least one cockpit crewmember remains in
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the cockpit during the entire process;

 Establish communication with the engineer;
 Switch the no smoking signs “ON”;
 Switch the fasten seatbelt signs “OFF”;
 Inform the cabin crew of the beginning and ending of
fueling;
 Listen for fire warning from the engineer;
 Be prepared to initiate a passenger evacuation if
necessary.
Chapter 8
(ii) The cabin crew shall:

 Establish communication with the pilots and inform them in
case of presence of fuel vapor in the cabin;
 Perform the required announcement according to Public
Announcement Handbook (PAH);
 Lavatories may be used but avoid queuing of passengers;
 Ensure that the designated emergency exits are
unobstructed;
 Ensure that ground servicing such as catering, or cleaning
does not risk creating hazard or hindering an emergency
ed
evacuation;

t
Secure all dividers and curtains in the open position and
in
ensure that the aisles are free from any obstacles;
pr
 Be present in the immediate of their respective exits;
 Be prepared to initiate a passenger evacuation if
or
necessary.
(iii) The ramp agent must ensure that:
d
 de
The area around emergency exits is kept clear;
 The fire service is alerted;
oa
 The fire brigade is positioned at the aircraft in case the
response time exceeds three (3) minutes;
nl
 Passengers boarding/disembarkation is carried out in a

ow
controlled manner.
(iv) The engineer on ground shall:
d
 Establish communication with the pilot(s);

if
 Inform the pilot(s) of the beginning and ending of fueling;


d
Alert the pilot(s) if fire occurs and take appropriate actions;

lle
 Stop fueling upon pilot request.

Note: Once communication is established with the Pilot(s), the
tro
Ground Engineer need not maintain radio monitoring during the

entire refueling process.
on
Precautions with Mixed Fuels

nc
Safety Precautions
The various types of jet engine fuels are miscible, in all proportions:
U
(i) The density varies proportionally to the percentage of the

mixture;
(ii) The flash point of the mixture varies in function of non-straight
laws.
JET A, JET A1 JP8, TS1, RT and TH are kerosene type fuel. JET B
and JP4 are wide-cut gasoline type fuel.
Wide-cut fuel (designated JET B, JP-4 or AVTAG) falls between
gasoline and kerosene in the distillation range and consequently,
Chapter 8
compared to kerosene (JET A or JET A1), it has the properties of

higher volatility (vapor pressure), lower flash point and lower freezing
point.
JP4 is used in military aviation but is being replaced by JP8 (kerosene
type fuel), which provide more safety.
More stringent precautions must be observed when refueling an
aircraft with JET B or JP4 fuel where the fuel tanks already contain
JET B or JP4 or a mixture of JET B/JP4 and JET A, JET A1 JP8, TS1,
RT or TH.
A major consideration when mixing fuels at normal temperatures is
ed
the fuel air mixture that develops in the space above the fuel inside
the tank. JP4 and JET B develop an ignitable fuel air mixture at
t
in
frequently encountered ambient temperatures.
pr
When JP4 or JET B and JET A1 are being mixed, the fuel vapor
mixture with air is in the explosive or ignitable envelope throughout
or
the range of ground temperatures common at the majority of airports
during all or part of the year.
d
Wide-cut fuel is considered to be “involved” when it is being supplied
de
or when it is already present in aircraft fuel tanks.
When wide-cut fuel has been used, this should be recorded in the
oa
technical log. The next two uplifts of fuel should be treated as though
they are involved the use of wide-cut fuel.
nl
Overswing refueling is not permitted when wide-cut fuels are involved.

ow
When refueling/defueling with fuels not containing anti-static additive,

and where wide-cut fuel are involved, top-up at fuel filling rate is
d
reduced by 50% of the normal filling rate.

if
Fuel Freezing Point Determination

d
The freezing point of a fuel mixture vary in function of non-straight

lle
laws. Therefore, the only reliable way to obtain an accurate freeze

point of a mixture of fuels is to make an actual freeze point
tro
measurement.
on
When this is not possible, consider the freezing point of the mixture to
be the same as the highest freezing point when the fuel type in lowest
nc
quantity reaches 10% of the mixture.

Determination of the fuel freezing point of fuel mixtures may be
U
particularly a concern when operating transatlantic or transpacific

routes and when very low OAT is expected as the aircraft will have to
continuously cope with the mixture of JET A generally delivered in
USA and JET A1 elsewhere.
On a practical point of view, in order to determine the fuel freezing
point, apply the following:
(i) When the mixture contains less than 10% JET A, the fuel is
considered as JET A1;
Chapter 8
(ii) When the mixture contains more than 10% JET A, the fuel is
considered as JET A.
Mixing all the residual JET A with all the refuel JET A1 to achieve
maximum dilution is not considered practical.
For in-flight fuel management of fuel freezing, see OM-A 8.3.7 – Fuel
Freezing Limitations
Fueling with One Engine Running
Fueling with one engine running may only place in case the aircraft,
for some unforeseen reasons, has landed at an airport with lack of
ed
suitable ground equipment or the inoperative APU resulting in a
situation that no other practical alternative for starting the aircraft
t
engines is available.
in
Approved procedures for fueling with one engine running are
pr
contained in the Fueling Instructions of the respective FCOM or
AOM.
or
This procedure may be used only if:
d
(i) Airline authorizes the refueling with one engine running;
(ii) de
No external ground pneumatic is available while APU is
unserviceable.
oa
(iii) Airport authorization is obtained for this operation.
nl
(iv) Airport fire department stands by at the aircraft during the entire
ow
refueling procedure.
(v) One flight crew member can manage the operation and monitor
d
all systems  and the running engine from the cockpit.

if
(vi) A qualified ground crew member is present at the fueling

station.
d
lle
(vii) The refueling system is fully operational (over wing fueling is

not permitted.)
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Aircraft, Passengers and Cargo Handling Procedures Related to

Safety
on
Minimum Number of Cabin Crew on Board during Ground Operations

nc
Whenever any passengers are on board an aircraft, the minimum

number of cabin crew required in accordance with OM-A 4.5.2 Minimum
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Number of Cabin Crew are present in the passenger cabin.

Embarking, Disembarking Passengers
Before disembarking or embarking, cabin stair or jetway and guard rail
must be in position. The step between stair and aircraft should not be
too high and the stair should be against the aircraft.
More information refer to GOM.
Chapter 8
Note: During refueling, the weight of the aircraft increases, and the
shock absorbers settle down. In consequence the bottom of the door
may touch the stair and could be damaged.
Seats Allocation
All persons on board aged 2 years or more must occupy a fixed seat
fitted with a safety belt. Seats layout must permit access to emergency
evacuation doors and the assistance of the cabin crew.
Any infant (less than 2 years old) who does not occupy or use any
approved restraint device must be attended and be held by an adult
(more than 18 years old) in the adult’s arms and the safety belt of this
ed
adult seat must not strap the infant but only the adult.
t
Booster-type child restraint systems, vest- and harness-type child
in
restraint systems, and lap held child restraints (loop belt) are not
pr
approved for use in aircraft.
The number of passengers on each seat row must not be higher than
or
the number of life vests and oxygen masks available on this row.
Any child (less than 12 years old) should be assisted by an adult seated
d
near him. The adult attending children must be informed of safety
de
instructions, the lay out of the emergency exits and of the use of the
individual safety equipment. An adult may attend a group of children if
oa
he is not in charge during the flight of an infant less than 2 years old.
This adult could be a cabin crewmember in addition of the minimum
nl
cabin crew number and being not on safety duty during the flight.
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When passengers are embarking, required cabin crew must be on board

and be able to give instruction about seat availability or allocation and
d
hand baggage storage. Cabin crew has to be informed by ground crew

or flight crew about hazardous situation and must be able to manage
if
emergency evacuation of passengers.

d
The number of passengers must be checked with the passenger

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manifest (list of passengers) established by the operations. Before

departure, the checked passenger manifest must be dept in the flight
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bag onboard.
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In case a passenger is missing, his checked baggage must be

unloaded. If necessary, all checked baggage should be unloaded and
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all passengers should be disembarked and required to identify their

baggage. The P-i-C shall request airport security assistance should any
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unidentified baggage remain.

In case the number of passengers is higher than the number on the
passenger manifest, a check of all passenger boarding pass must be
done.
In case the unaccompanied check baggage was loaded, refer to GOM.
At arrival the checked passenger manifest must be available on board
the aircraft to be given to the ground agent.
Exit Row Seating Assignments
Chapter 8
Passengers occupying emergency exit row seating shall be able-

bodied.
The exit seats must not be assigned to the following categories of
Passengers;
(i) Passengers traveling with children/ infant
(ii) Passengers who are obviously pregnant
(iii) Suddenly ill Passengers
(iv) Disabled/Incapacitated Passengers
ed
(v) Young Passenger (YP)
(vi) Elderly Passengers
t
in
(vii) Buddhist monks/Novices
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(viii) Passengers traveling with seeing eye dogs
(ix) Deportees/Inadmissible Passengers
or
(x) Obese Passengers
d
(xi) Unruly Passenger
(xii) First travel
de
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(xiii) Passenger with medical problems (e.g. Requiring extra oxygen)
(xiv) The person lacks the ability to read understand instruction
nl
related to emergency evacuation in printed

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Multiple Occupancy of Aircraft Seats

Multiple occupancy of aero plane seats may only be allowed on
d
specified seats and must not occur other than by one adult and one
if
infant who is properly secured by a supplementary loop belt or other

restraint device or may be held by an adult in the adult’s arms.
d
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Sick/Disabled/Incapacitated Passengers (Persons with Reduced

Mobility—PRM)
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Sick Passengers and Persons with Reduced Mobility

on
The P-i-C must be informed about presence on board of any sick

passenger or persons with reduced mobility (PRM). If deemed
necessary, he may request a medical examination by a qualified
nc
physician.
U
PRMs shall not be allocated, nor occupy, seats where their presence
could:
(i) Impede the crew in their duties;
(ii) Obstruct access to emergency equipment; or
(iii) Impede the emergency evacuation of the aero plane.
A person with reduced mobility (PRM) is understood to mean a person
whose mobility is reduced due to physical incapacity (sensory or
locomotory), an intellectual deficiency, age, illness or any other cause
Chapter 8
of disability when using transport and when the situation needs special
attention and the adaptation to a person’s need of the service made
available to all passengers. In normal circumstances they should not
be seated adjacent to an emergency exit. In circumstances in which
the number of PRMs forms a significant proportion of the total number
of passengers carried on board:
(iv) The number of PRMs should not exceed the number of able-
bodied persons capable of assisting with an emergency
evacuation; and
(v) To the maximum extent possible, PRMs should not be seated
ed
adjacent to an emergency exit.
The P-i-C should satisfy himself that the carriage of such passengers
t
in
will not cause inconvenience or discomfort to other passengers and
that emergency evacuation and safety during the flight will be
pr
guaranteed.
or
Wheelchair passengers
Wheelchair passengers may be accepted without an attendant
d
provided they are able to make the flight without difficulty or special
de
attention. They must not be seated next to emergency exits.
Guide dog for the blinds
oa
A trained guide dog may be carried in the cabin if it accompanies a
nl
passenger who is dependent upon it and if it is properly harnessed.

The passenger and the guide dog will normally be seated at a
ow
bulkhead seat, where there is sufficient floor space for the dog.
Serious Passenger Illness, Injury or Death in Flight
d
Any action must be taken in case of serious illness, injury or death in

if
flight, to avoid contagion for the other persons on board.

d
The ill person should be isolated for the comfort and the safety of the
lle
ill person and of the other passengers.

tro
As long as the ill person is on board, first aid must be given by a cabin
crewmember or competent passengers.
on
If medical assistance is needed, cabin crew shall make a special

announcement over PA system calling for a doctor or a trained nurse.
nc
If the condition of a sick passenger or crew member is critical, it is the

P-i-C’s duty to land at the nearest suitable airport where proper
U
medical care can be given and to make preparations over the radio
for the care of the sick person e.g. requesting for doctor/ambulance.
Such a situation can be considered as an "Emergency". If no doctor
or nurse available on board, cabin crew will ask the P-i-C to obtain
medical advice via CUT channel.
Passenger’s Death in Flight
In the event of a death in flight, the P-i-C must advise through ATC, of
the State's airspace in which the death occurred and the destination
State's authorities, if different, when entering their airspace.
Chapter 8
Furthermore, the P-i-C shall immediately report to NOK Station

Manager or the Company’s representative via the Company channel,
as soon as possible. The information would then be relayed further to
the airport authority, police, customs department, immigration
department, public health department, coroner, and embassy or
consulate concerned, etc. at the landing station.
(i) Since the authorities at the designated stations require details
including a written report which should be submitted
immediately after landing, then the P-i-C shall prepare a
Voyage Report comprising the following details:
(ii) Full names, nationality, sex, date of birth, address (if available),
ed
time of death, altitude at the time of death (actual and cabin
altitudes), airport of embarkation, and airport of destination;
t
in
(iii) Name of close relative, friends or attendant accompanying, if
any; and
pr
(iv) Circumstantial details of death.
Retain a copy of the Voyage Report for further submission to DMK
or
station.
d
Note: Action required in the event of death on board the aircraft
Note:
de
is more specified in CCM and GOM.
For Specific Procedures at the operating stations, refer to
oa
RM/SAI.
Transport of Inadmissible Passengers, Deportees or Persons in
nl
Custody
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(i) Inadmissible Passengers

An Inadmissible Passenger or NTL (not to land) is a person not
d
admitted to a country by the competent authorities of the particular

country and includes:
if
 Those with irregularities in valid travel documents.

d

lle
Undesirable political types.

 Those with insufficient means of subsistence.
tro
 Those seeking asylum.

on
(ii) Deportees or Persons in Custody

A Deportee/Person in Custody is a person who, having entered
nc
a country legally or illegally, is required by the competent

authorities to be removed from the country and includes:
U
 Persons who are criminals or being extradited for some

criminal offence.
 Illegal immigrants or those banned from entering.
 Forged or false passport holders.
 Person acting against the national and security interest of
a country.
 Person in Custody on domestic flight.
Chapter 8
(iii) Clearance for Carriage

 Special consideration shall be given for the carriage of
person in custody or deportees and, where necessary,
security measures in addition to those stated in this manual
shall be affected as advised by Security Manager (SECM).
 In handling any person in custody, deportee, inadmissible
or NTLs, consideration must be given to assess if the
circumstances of deportation could cause the individual to
become a risk to the security of the aircraft. Factors to
consider are:
ed
 a major objection by the individual to be returned to
another country.
t
 the mental state or physical state of the individual.
in
 the nature of any criminal act already committed.
pr
 the individual is wanted by the police of any other
State.
or
 if the individual personally objects to carriage by air.
 Prior to acceptance of Person in custody, Deportees,
d
Inadmissible or NTLs for carriage, the Nok Air Station
de
Manager or Ground Handling Agent (where applicable) in
liaison with Security Manager shall consider the
oa
circumstances of the deportation (refer to above (b), the
risk to the safety of the aircraft presented by the carriage,
nl
and whether additional measures indicated in paragraph

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(d) are necessary. The authorities must inform the Nok Air
Station Manager or Ground Handling Agent (where
applicable) of all reasons for the deportation.
d
 The necessity of an escort shall be considered in all cases

if
where the individual:


d
is deemed a security risk because of past or present

lle
conduct.
 is in a mental state requiring special attention.
tro
 is in a physical condition, which could be

objectionable or cause discomfort to other
on
passengers.
 has committed a crime or is wanted by the police in
nc
any state.
 has some form of addiction.
U
 A full security check of the individual and his/her baggage

shall be considered prior to embarkation.
 Notwithstanding the above paragraph, a Person in custody,
Deportee, Inadmissible/NTL who displays or shows
evidence (including historical records) of potential threats
to the good order and general discipline in the aircraft is
considered a risk to the security of the aircraft. In such
case, the uplift of Deportee/NTL shall be accompanied by
security escort in ratio of 1:1 or more if necessary.
Chapter 8
 For request of uplift, Nok Air Station Manager or Ground

Handling Agent (where applicable) shall provide via e-mail
to Security Manager, Line Nok Air Station Manager,
Ground Handling Agent and copying En-route and
destination stations, the passenger’s details as follows:
 Name of Person in custody, Deportee/Inadmissible or
NTLs, Male/Female
 Passport Number, Date of issue
 Country of issue/Nationality/Date of birth
 Countries travelled to as endorsed in passport

ed
Reason for deportation
 Whether Nok Air had brought the passenger into the
t
deporting country
in
 Authorities’ security Assessment of individual

pr
Whether to be escorted or otherwise.
 Storage position of the passport
or
 Not more than two Person in custody, Deportee,
Inadmissible/NTL considered to be “dangerous” shall be
d
transported on any one flight.
 de
Firearms of the officer escort Person in custody (if
applicable) must be loaded in aircraft cargo compartment.
oa
(refer to SEM. 6.12.1)
 The carriage of a Person in custody,
nl
Deportee/Inadmissible/NTL shall be refused if, in

ow
judgement of Security Manager such acceptance might

jeopardize the safety of the aircraft, crew or passengers.
d
(iv) Limitation on Carriage of Inadmissible/NTLs

if
This procedure for acceptance the carriage of

Inadmissible/NTLs on board under condition that:
d

lle
No limit to number of Non-Dangerous Inadmissible/NTL

 All Inadmissible/NTLs are sent out of country under
tro
Immigration Acts.
 Inadmissible/NTLs do not show the sign of high security
on
risk to aviation security.

(v) Limitation on Carriage of Deportees
nc
 The uplift is however subjected to the maximum number of

U
Deportees imposed for Nok Air aircraft type as stated

below.
Chapter 8
Limit of Carriage
MAXIMUMNUMBER OF DEPORTEESWITHOUT ESCORT
A/C TYPE MALE FEMALE TOTALNTL/DEPORTEE
PERFLIGHT
B738 4 4 8
Q400 2 2 4
It is permissible to substitute one male Deportee for every two female
Deportees or one female Deportee for every male allowed in the
above table

ed
When seeking approval to uplift numbers of Deportees, in
excess of the allowable limits as stated in para (a) above,
t
the Nok Air Station Manager or Ground Handling Agent
in
(where applicable) shall furnish details on the reason for
pr
uplift of Deportees in excess.
 Each additional Deportee to be uplifted above the allowable
or
restriction shall be accompanied by a security escort in a
ratio of 1:1.
d
 Children (under the age of 12 years) should be excluded
de
when determining the number of such passengers uplifted
and security escorts required.
oa
 Any uplift requiring security escort(s) must be approved by
Security Manager.
nl
 Station shall contact Nok Air Security Manager (VE), when

ow
seeking approval to uplift security escort(s) for the purpose

of accompanying Deportee(s). The Deportee/NTL Risk
Assessment Checklist in the SEM Sub-appendix-6B shall
d
be filled and submitted to Nok Air Security Manager (DMK)

if
at e-mail: QSS@nokair.com. All relevant correspondence

shall be copied to Security Manager.
d

lle
Prior notification of at least 24 hours is required to process

a request to uplift Deportee, especially when relevant
tro
information is not immediately available.

 Deportees who, in the opinion of the Nok Air Station
on
Manager or Ground Handling Agent (where applicable) and

the local authorities, do not pose a security risk can be
nc
uplifted without seeking further clearance from Security

Manager.
U
 Prior approval must be obtained from Security

Manager for the carriage of:
 Deportees deemed safe but beyond the maximum
limit(s) as stated above.
 Those who pose a security risk.
 Deportees with escort(s) or person in custody due to
security reasons.
 Deportees who are politically and/or Media sensitive.
Chapter 8
(vi) Boarding & Seating

 The Person in custody, Deportee/Inadmissible/NTL should
board the aircraft before the other passengers and shall be
the last to disembark. Exception may apply, under local
authority’s special request.
 The Person in custody, Deportee/Inadmissible/NTL must
be seated in the rear of the aircraft and away from the
emergency exit rows. For practical reason, such passenger
should not be seated next to a minor.
 The escort and Person in Custody, Deportee shall be
ed
assigned the rearmost seat in the class of service. Under
no circumstance should a Person in Custody, Deportee be
t
seated adjacent to any normal or emergency exit and in the
in
aisle seat. He shall not be permitted to leave his seat
pr
without an escort.
(vii) Notification
or
 The Nok Air Station Manager or Ground Handling Agent
(where applicable) shall raise and provide the "Notification
d
of Deportee/ Inadmissible/ NTL Passenger" Form or
de
“Notification of Transporting Person In Custody/Deportee”
(Refer to SEM - Subappendix-6D) to P-i-C and Cabin
oa
Leader (CL) during boarding. He/ She shall also present
the clearance from Security Manager to P-i-C, if applicable.
nl
 The CL shall ensure the deportee is identified to the crew.

ow
 The Nok Air Station Manager or Ground Handling Agent

(where applicable), and local immigration or appropriate
d
authority at the departure and arrival stations shall be

notified in accordance with local laws and regulations on
if
the carriage of persons in custody, deportee or

d
inadmissible passengers. Appropriate security measures

lle
to be implemented shall also be included.

tro
(viii) Handling
 If doubt exists about the safe carriage of the
on
Deportee/Inadmissible/NTL i.e. if violence is expected from

the deportee/inadmissible or NTL, PIC, through the Nok Air
nc
Station Manager or Ground Handling Agent (where

applicable), can request for security escort(s).
U
 The Ground Handling Agent staff shall keep the passport

together with any other relevant documents retrieved from
the passenger and a copy of the "Notification of
Deportee/Inadmissible/NTL Passenger" Form (Refer to
SEM- Subappendix-6C) or “Notification of Transporting
Person In Custody/Deportee” (Refer to SEM appendix-6D).
Where the Cabin Security Locker is not available, the
documents shall be handed to the Pilot In Command for
safe keeping in the Flight Deck. (Note: The process of safe-
Chapter 8
keeping of documents shall not be made visible to the

Deportee/Inadmissible/NTL passenger).
 In the event that Deportee/Inadmissible/NTL objects to the
retention of his/her passport and other travel documents,
Nok Air Station Manager or Ground Handling Agent (where
applicable) is to explain that this is to facilitate immigration
clearance for his/her onward travel on arrival at the
destination. His/her travel documents will be returned to
him/her after Immigration Clearance.
 On arrival, the CL shall communicate with Ground Handling
Agent staff to control the disembarkation of passengers.
ed
Disembarkation shall not proceed until cabin crew has
confirmed Deportee/Inadmissible/NTL has been identified
t
in
and held at his/her seat for handover. The Deportee
passenger must remain in his/her seat until escorted by
pr
Ground Handling Agent staff.

or
Ground Handling Agent staff shall retrieve the passport(s)
and documentation from the CL and escort the
Inadmissible/NTL through Immigration clearance
d
 de
On arrival, the CL shall communicate with Ground Handling
Agent staff to control the disembarkation of passengers.
oa
Disembarkation shall not proceed until cabin crew has
confirmed Deportee/Inadmissible/NTL has been identified
and held at his/her seat for handover. The Deportee
nl
passenger must remain in his/her seat until escorted by

ow
Ground Handling Agent staff.

 Ground Handling Agent staff shall retrieve the passport(s)
d
and documentation from the CL and escort the

Inadmissible/NTL through Immigration clearance.
if
(ix) Escort Requirement

d
lle
 A person considered to be dangerous shall not be

transported unless he is escorted by two or more officers,
tro
or there is provision available to adequately restrain him

throughout the flight and procedures shall be followed as
on
advised by Security Manager.

 The escorting officer(s) shall identify themselves to P-i-C
nc
and the Cabin Leader of the aircraft. Escorts shall be

briefed that they shall take no action during a hijacking
U
situation unless requested to do so by P-i-C of the aircraft.

 The escorting officer(s) and Deportee shall board the
aircraft in advance of the passengers and disembark after
all passengers have left the aircraft.
 The escorting officer(s) and Deportee shall be assigned the
rearmost seats in the aircraft. It must be ensured that the
Deportee does not have any dangerous or offensive article
on his person neither should he/she has the opportunity to
gain access to such article during the flight.
Chapter 8
 Under no circumstances shall a deportee be seated

adjacent to any emergency exit. He shall not be permitted
to leave his seat without an escort.
 At least one officer shall be seated between the deportee
and the aisle.
 The deportee shall be escorted and kept under surveillance
when a visit to the lavatory is necessary.
 Food may be served at the discretion of the escorting
officer(s) provided metal utensils are not used. Station shall
ensure plastic utensils are made available. No intoxicating
ed
beverages of any kind shall be served to the escorting
officers or the Deportee whilst on board the aircraft.
t
 A female escorting officer must be present as the member
in
of the escort team if the deportee is female.
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Access of Special Aircraft Areas During Flight
or
No-one is allowed to access any part of an aero plane in flight which
is not a part designed for the accommodation of persons unless
temporary access has been granted by the P-i-C to any part of the
d
aero plane: de
For the purpose of taking action necessary for the safety of the aero
oa
plane or of any person, animal or goods therein; or
nl
In which cargo or stores are carried, being a part, which is designed

ow
to enable a person to have access thereto while the aero plane is in

flight.
d
if
d
lle
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on
nc
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Chapter 8
Hand Baggage
Cabin baggage will normally be restricted to handbags, briefcases,
coats and other items that can be reasonably stowed in approved
stowage, unless the carriage in the cabin of other items has been
cleared with the company at the time of booking.  
The size and the placarded weight limitation of the overhead stowage
depend on the aircraft type. This determines the weight and size
limitations of hand baggage for a given cabin configuration:
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Subjects Domestic International
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Weight Concept Refer to GOM 6.2.2 30 Kgs
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Maximum 1 piece/ 7
or
Carry-On Baggage Refer to GOM 6.1.2 Kgs, the dimensions of
36cmx56cmx23cm
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de NOK Smile plus, Special
Priority Baggage Refer to www.nokair.com Care Passenger,
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Premium Seats
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THB 300 per 1 Kg. Payment THB 400 per 1 Kg.

shall be made at NOK Air’s
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Payment shall be made at

Sales counter. Passengers NOK Air’s Sales counter.
Excess Charge
shall receive a boarding pass Passengers shall receive a
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after the payment is boarding pass after the

if
completed. payment is completed.

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For any changes of Passenger Hand Baggage conditions, Refer to GOM

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Loading and Securing the Items in the Aircraft

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During loading, a qualified person must check that the cargo is correctly
positioned and secured and accessible if required.
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Before take-off and landing cabin crewmember must check that

servicing, trolleys are securely stowed.
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The P-i-C must be informed of the weight, the arrangement and of the
nature of the goods carried. Refer to LCP.
Special Loads and Classification of Load Compartments
Refer to LCP.
Chapter 8
Positioning of Ground Equipment

Refer to GOM.
Operation of Aircraft Doors
Refer to the FCOM/AOM of the aircraft for the operation of the doors
and especially to the CCM for the cabin doors, and to the COM of the
aircraft for the cargo doors.
Departure
Once all doors are closed, CL or the senior cabin crew member should
command, through the aircraft PA, cabin crewmembers to arm doors
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and crosscheck (the opposite door, if applicable). Refer to CCM —
Door procedure.
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Arrival
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When escape slide deployment is not required, cabin doors must be
disarmed and cross-checked before opening. Opening the doors must
or
not be without the allowance of the P-i-C. Before opening the doors,
the flight crew must ensure that no cabin differential pressure exists.
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Disarming of all doors shall take place at the end of a flight when the
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aircraft reaches parking stand and SEATBELT SIGN had been turned
off CL or the senior cabin crew member will announce via PA. Refer
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to CCM—Door procedure.
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Re-Opening of cabin doors

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If a cabin door is required to be re-opened:

(i) CL shall notify the flight crew.
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(ii) Flight crew shall notify the ground staff.

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(iii) Flight crew and cabin crew shall the follow the correct door
procedure.
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Opening Doors from the Outside

Opening a door or emergency exit from the outside will not disarms
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the escape slide/raft.

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Safety on the Ramp

Engines Blast and Suction Areas
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Normally engines are not running when passengers are embarking

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or disembarking. However, if one engine is running, keep preferably

a right hand engine running for convenience of disembarkation and
boarding of passengers. The way for embarking or disembarking
passengers should avoid blast and suction areas. For the engine
blast and suction areas, refer to LCP.
Chapter 8
Fire Prevention
Protective clothes/protective breathing equipment
Hydraulic fluid leakage under high pressure (3,000 psi) may result in
serious injury and contamination. The use of protective clothes and
protective breathing equipment is recommended whenever facing an
aircraft fire.
Carbon fibers and other composite materials used in airframe structure
and cabin furniture require the use of a protective breathing equipment
whenever fighting any aircraft fire.
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Brakes overheat/fire
In case of smoke, protective breathing equipment should be worn since
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the dense smoke generated by tire rubber results in major and
irreversible lung damage.
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Carbon brakes and steel brakes are to be treated using same
techniques and agents.
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In case of severe brake overheat, fuse plugs melting should result in
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tires deflating and should prevent tires and wheels burst.
(i) de
If a tire is inflated, do not go near the area around the wheel for
about one hour. When you go near, go from the front or rear
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and not from the side of the wheel.
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(ii) Unless there is a fire, do not apply the extinguishing agent

(liquid, water, mist, foam etc.) with a spray gun onto a hot tire if
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it is inflated.
 Do not apply the extinguishing agent directly into the heat
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pack of the brake or into the wheel. This can cause thermal
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shock to the stressed parts.

 Especially, do not use CO2 as this has a strong cooling
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effect which is not the same in all areas. It can cause an

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explosion in the stressed parts.

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 Extinguishing on hot wheels can:

 Increase the time necessary for the fuse(s) to melt; or
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 Prevent operation of the fuse(s).

You must let the brake get cool by itself for at least one
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hour.
Note: You can use blowers or air conditioning equipment
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only after:
 The temperature of the fuses decreases (more than one
hour after the aircraft stops); or
 The fuses are melted. You must not use these if you can
see flames or burning ambers.
Chapter 8
(iii) In the event of fire, immediately stop the fire. Do not wait until
the tires are deflated. Come near the wheel only from the front
or from the rear.
Note: It is not recommended to use multi-purpose powders as
they may be changed into solid or enameled deposit. These
agents stop the fire, but they decrease the heat dissipation speed.
This can cause permanent structural damages at the brake, the
wheel or wheel axle.
(iv) Do not apply the parking brake.
(v) Put a warning notice in the cockpit to tell persons not to operate
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the landing gear control and parking brake levers.
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(vi) Put the wheel chocks in position.
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(vii) Clean all the parts if extinguishing agents were used.
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Cargo compartment fire
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The appropriate flight crew procedures are given in QRH – Non-normal
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checklists.
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If case cargo compartment smoke warning occurred with cargo door
closed, the ground crew should be informed not to open the door of the
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affected cargo compartment unless passengers have disembarked, and
fire services are present.
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If the smoke warning is displayed on ground with cargo compartment

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door open, the aircraft extinguishing agent should not be discharged.

Ground crew should be requested to investigate and to fight the smoke
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source.
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The firefighting personnel must ensure that the extinguishing agent

used is adapted to the burning cargo material.
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Engine or APU compartment fire

The appropriate flight crew procedures are given in QRH – Non-normal
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checklists.
Engine tailpipe fire
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The engine tailpipe fire being an internal engine fire, do not discharge
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the engine fire extinguishing agent. The agent has an effect on the
nacelle fire only.
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The appropriate flight crew procedure is given in QRH – Non-normal

checklists. Engine motoring by the flight crew is the normal and most
effective action.
External fire agents can cause severe corrosive damage and therefore
should only be considered if fire persists after flight crew procedure
application or if no bleed air source is available to motor the engine.
In such a case, Halon or CO2 should be sprayed in engine exhaust
nozzle.
Chapter 8
Start-up, Ramp Departure and Arrival Procedures

On aircraft equipped with serviceable cockpit to ground intercom, this
equipment should be used whenever the aircraft is on stand, and until
clearance for hand signals has been given prior to departure.
All start-up, ramp departure and arrival procedures shall be applied as
per aircraft type SOP/FCOM.
For ground Marshallese and pilots should refer to OM-A 12.6.6
Procedure for the Refusal of Embarkation
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Responsibilities of P-i-C
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The P-i-C is allowed to refuse to carry or to off-load any person at any
aerodrome if, in his opinion, the conduct, status, age or mental or
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physical condition of the person is such as to:
(i) Render him incapable of caring for himself without special
or
assistance of cabin crew;
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(ii) Cause discomfort or make himself objectionable to other
(iii)
passengers; de
Involve any hazard or risk to himself or to other persons, to
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property or to the aircraft;
(iv) He fails to observe instructions of the crew.
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(v) person obviously under the influence of drugs

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However, it does not apply to persons who are subject to such condition
following emergency medical treatment after commencement of the
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flight, nor to persons under medical care accompanied by personnel

if
trained for that purpose.

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However, the authorize for the refusal of embarkation should not

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involve with the political, religious or racial matters.

Whenever it becomes necessary to remove a passenger from an
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aircraft, the flight crew shall inform the local company representative
who, in turn, shall take the necessary actions, considering assistance
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of local law enforcement officers. Passengers who have been refused

embarkation or who has been disembarked are left with the airport
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authorities. Refer to GOM —Refusal of Passage for passengers not

acceptable for travel.
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Responsibilities of Persons Other than the P-i-C

In order to assist the P-i-C in the proper exercise of his authority, all
company personnel engaged in passenger handling and loading,
including other crew members, handling agents and check- in
personnel, should alert the P-i-C if at any time they consider that the
condition of a particular passenger could jeopardize the safety of a
flight.
Chapter 8
De-icing and Anti- icing on the ground

Anti-icing Fluids
The fluids used for de-icing as well as for anti-icing. Depending on their
characteristics, anti-icing fluids are divided into different types with quite
different anti-icing properties:
Type I fluids form a thin liquid wetting film, which gives a rather limited
Hold-Over Time (HOT). In precipitation, they are quickly diluted and
give short HOT. Type I fluids are always mixed with water. The
fluid/water mixture is selected to maintain freezing point at least 10
deg. C below OAT. Increasing the fluid concentration does not
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improve HOT.
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Type II fluids contain a thickener and form a thicker film adhering to
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aero plane surfaces. Therefore, compared to Type I, the Type II fluids
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provide improved HOT especially under precipitation. Before liftoff, the
viscosity is drastically reduced by shear forces, allowing the fluid to
or
run off the wing. Type II fluids are used undiluted or diluted with water
and are identified according to the mixture ratio; e.g. “Type II 75" is a
mixture of 75% (by volume)  Type II fluid with 25% water. Higher
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concentrations allow use down to lower temperatures and improve
HOT.
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Type IV fluids are similar to Type II but provide even better HOT when
used undiluted or slightly diluted.
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Check
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An examination of an item against a relevant standard by a trained and

qualified person.
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Check after De-/Anti-icing

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The verification that frost, ice and snow has been completely removed and,
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if applicable, that anti- icing treatment has been performed correctly.

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Check for Need to De-ice

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A visual check of the entire aero plane to determine whether the de-icing is
required. The check is performed before every departure as an item in the
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Departure Check.
De-icing
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A procedure by which frost, ice, slush or snow is removed from the aero
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plane in order to provide clean surfaces. This may be accomplished by

mechanical methods, pneumatic methods, or the use of heated fluids.
De-icing Fluids
The fluids are used for de-icing. They can be hot water or anti-icing fluids.
One-step de-/anti-icing  
One-step de-/anti-icing is performed with an anti-icing fluid. The fluid used
to de-ice the aero plane remains on the treated surfaces and provides anti-
icing capability. The correct fluid and concentration shall be chosen with
Chapter 8
regard to the desired HOT and is dictated by ambient/ aero plane surface
temperature and weather conditions.  
Two-step de-/anti-icing  
For two-step de-/anti-icing, the first step (de-icing) is normally performed
with regard to the temperature and shall provide protection of treated
surfaces until the second step is performed. The second step (anti-icing) is
an overspray with hot or cold anti-icing fluid. The correct fluid and
concentration shall be chosen with regard to desired HOT, OAT or aero
plane skin temperature (whichever is lowest) and prevailing weather
conditions.
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De-/Anti-icing Release Person
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The authorized person who performs the check after de-/anti-icing and
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issues the de-/anti-icing release statement.
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De-/Anti-icing Release Statement
or
The notification to P-i-C that the aero plane is checked free from frost, ice
and snow after performed de-/anti-icing. It shall include a specification of
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the performed treatment. Refer to GMM.
Determined Hold-over Time (HOT) de
The HOT that can reasonably be expected under prevailing conditions. It
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shall be determined as a single number by the P-i-C based on the given
anti-icing treatment, prevailing temperature and weather and the time range
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given in the HOT table. In light weather it may be selected in the upper
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region of the HOT table time range. In heavy weather it should be selected
in the lower region of the HOT table time range. In very heavy weather
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and/or very strong wind it may even be advisable to select a HOT shorter
than the lower number in the HOT table. If weather conditions change
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during the HOT, there may be reason to revise the determined HOT.
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Dry Snow
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Dry Snow (normally experienced when temperatures are below freezing)

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can be brushed off easily whilst wet snow (normally experienced in

temperatures above freezing) is more difficult to remove, being sufficiently
wet to adhere.
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Freezing Conditions
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Conditions in which the outside air temperature is below +3 deg. C (37.4

deg. F) and visible moisture in any form (such as fog with visibility below
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1.5 km, rain, snow, sleet or ice crystals) or standing water, slush, ice or
snow is present on the runway.
Freezing Drizzle (Metar code: FZDZ)
A fairly uniform precipitation composed exclusively of fine drops—diameter
less than 0.5 mm (0.02 inch)—very close together which freeze upon
impact with the ground or other objects.
Freezing Fog (Metar code: FZFG)
A suspension of numerous tiny supercooled water droplets which freeze
Chapter 8
upon impact with ground or other exposed objects, generally reducing the
horizontal visibility at the earth’s surface to less than 1 km (5⁄8 mile).
Glaze Ice or Rain Ice
A smooth coating of clear ice formed when the temperature is below
freezing, and freezing rain contacts a solid surface. It can only be removed
by de-icing fluid; hard or sharp tools should not be used to scrape or chip
the ice off as this can result in damage to the aero plane.
Hoar Frost
Hoar frost (a rough white deposit of crystalline appearance formed at
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temperatures below freezing point) usually occurs on exposed surfaces on
a cold and cloudless night. It frequently melts after sunrise; if it does not, an
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approved de-icing fluid should be applied in sufficient quantities to remove
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the deposit. Generally, hoar frost cannot be cleared by brushing alone. Thin
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hoar frost is a uniform white deposit of fine crystalline texture, which is thin
enough to distinguish surface features underneath, such as paint lines,
or
markings, or lettering.
Hold-over Time
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HOT is the estimated time the anti-icing fluid will prevent frost, ice and snow
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to form or accumulate on the protected (treated) areas of the aero plane.
HOT starts at beginning of the final anti-icing treatment. A HOT table is
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published in RM/PFL, giving HOT as function of applied fluid, temperature
and weather. For each condition the table gives a range of HOT (e.g. 30-
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45 minutes) and it is the responsibility of the P-i-C to determine what HOT

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can be expected under prevailing conditions, see OM‐A 8.2.4—

Glossary/Definitions; Determined Hold-over Time (HOT).
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Icing Conditions
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May be expected when the OAT (on the ground and for take-off) or when
TAT (in flight) is at or below 10 deg. C, and there is visible moisture in the
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air (such as clouds, fog with low visibility of one mile or less, rain, snow,
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sleet, ice crystals) or standing water, slush, ice or snow is present on the
taxiways or runways (AFM definition).
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Light Freezing Rain

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A precipitation of liquid water particles which freezes upon impact with

exposed objects, in the form of drops of more than 0.5 mm (0.02 inch)
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which, in contrast to drizzle, are widely separated. Measured intensity of

liquid water particles are up to 2.5 mm/hour (0.10 inch/hour) or 25
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grams/dm2/hour with a maximum of 2.5 mm (0.10 inch) in 6 minutes.

Pre-take-off Check
Pre-take-off Check is the P-i-C's final check that the aero plane is free from
frost, ice and snow before take-off. It shall be performed within 2 minutes
of commencing take-off roll whenever conditions are such that frost, ice and
snow might have accumulated on the aero plane after the de-/anti-icing
treatment.
Representative Surface
Chapter 8
Any surface of the aero plane, visible from the flight deck and de-/anti-iced
equally as the critical surfaces, which can be checked, in lieu of the critical
surfaces, when performing the Pre-take-off Check.
Rime
(A rough white covering of ice deposited from fog at temperature below
freezing). As the fog usually consists of super-cooled water drops, which
only solidify on contact with a solid object, rime may form only on the
windward side or edges and not on the surfaces. It can generally be
removed by brushing, but when surfaces, as well as edges, are covered it
will be necessary to use an approved de-icing fluid.
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Skin Temp
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The temperature of the aero plane (wing) skin, which may be different from
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OAT; especially where skin is in contact with cold fuel. Low skin temp may
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cause frost or ice on wings at OAT normally not associated with icing.
Sleet
or
A precipitation in the form of a mixture of rain and snow. For operation in
light sleet treat as light freezing rain.
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Slush de
Water saturated with snow, which spatters when stepping firmly on it. It is
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encountered at temperature around 5 deg. C.
De-/Anti-Icing Awareness―The Basic Requirements
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(i)
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Responsibility
The ultimate responsibility for determining that the aero plane is free from
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contamination and to decide whether de-/anti-icing is necessary rests solely

with the P-i-C hits is the responsibility of the departure check person to
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perform these checks and verbally report his findings to the P-i-C. Any
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reported check findings shall be confirmed by readback from the P-i-C who
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in co-operation with the Departure Check Person state the necessary de-
/anti-icing treatment of the aero plane. If the flight crew is not present, the
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Departure Check Person has the authority to order de-/anti-icing as he

deems necessary.
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The P-i-C shall forward the findings from the Departure Check and his order
of required treatment to the person in charge of the de-/anti-icing operation.
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The de-/anti-icing release person is responsible for the correct and

complete treatment of the aero plane. After de-/anti-icing he must report to
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the P-i-C with a de-/anti-icing release statement. If statement not received,

the P-i-C shall ask for it. The responsibility of accepting the performed
treatment lies with the P-i-C. The transfer of responsibility takes place at
the moment the aero plane starts moving under its own power after de-/anti-
icing.
The P-i-C shall perform the checks if no ground crew is available.
The P-i-C shall determine HOT for prevailing conditions (see OM‐A 8.2.4.
—Glossary/Definitions; Determined Hold-over Time (HOT)). The HOT table
must only be used as a guideline, as many factors affect the time of
Chapter 8
protection of the aero plane. The P-i-C must be ensured that there is no
frost, ice or snow on the critical surfaces of the aero plane when
commencing the take-off roll. This is considered to be accomplished when
the Pre-take-off Check of the aero plane has been performed satisfactorily
If it cannot be satisfactorily confirmed by the Pre-take-off Check, that critical
surfaces are free from frost, ice and snow, the aero plane shall return for a
new de-/anti-icing.
Checks
Have you enough information and adequate knowledge in order to
dispatch? Do accurate visual checks over wing and THS have been
ed
performed? Remark: Ladder or other equipment may be needed to perform
the checks.
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Effect of Ice
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General
Aircraft icing more greatly affects the performance of the aircraft through
or
the impairment of aerodynamic properties of the wings than through the
increased weight. These results in poorer handling, higher stall speed, more
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drag and less range of the aircraft and in the case of engine failure, can
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make it impossible to maintain safe terrain clearance.
Ice breaking loose from the surface of the aircraft during ground roll and
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flight is a serious hazard to the engines if ingested.
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The most critical temperature range is experienced between 0 deg. C and

−10 deg. C. Icing conditions may be expected in cloud and/or precipitation
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at temperature well above 0 deg. C.

Icing conditions should be expected in clouds down to −20 deg. C. Below
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that temperature, icing conditions encountered should be less than severe,

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but the risk remains down to −60 deg. C.

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Engine inlet ice reduces the performance of the engine and may cause
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damage to the engine if breaking loose.

During ground operations the risk for engine inlet ice may increase if there
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is standing water, ice, slush or snow present on the ramps, taxiways and
runways.
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Note: Everyone concerned should have a clear realization of the potentially

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catastrophic effect which even the thinnest layer of snow, frost and ice can
have on the performance of an aircraft when it is in a critical situation, e.g.
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during take-off. Numerous take-off accidents serve as a warning not to

neglect this fact.
Different types of aero plane icing
The following parts of the aircraft are especially exposed to ice buildup and
hereby create various difficulties of different kinds.
Wing and stabilizer
Icing is the main factor causing problems mentioned above through
degrading of the aerodynamic characteristics. A relatively small roughness
on a wing leading edge has large influence on the maximum lift capability
Chapter 8
of the wing. Snow, ice, frost or any other type of contamination, e.g.,
crushed insects, may cause a “sandpaper” surface. It is known that ice
particles of a cross sectional size of one millimeter scattered over the wing
as sparsely as one per square centimeter can reduce the stall angle of
incidence and thus will increase the stall speed to values corresponding to
normal rotation speeds.
Controls
In extreme cases, can freeze up and become difficult and even impossible
to move.
Windshields
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In rare cases, can be iced up to such an extent that it may hamper approach
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and landing.
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Pitot tube
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Ice can produce errors to such an extent that the flight safety can be
affected, especially during take-off and landing.
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Antennas
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Their capability is reduced through formation of ice resulting in minimized
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or even lack of communication and radio navigation.
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Under-wing icing
Under-wing icing is common after long flights at high altitudes when fuel
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temperature may be appreciably below zero long after descent into warmer
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and more humid air. Frost will then often form on the wing under surfaces.
Engine air intake
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Engine air intake is normally the first part of a jet aircraft to be iced up if
icing conditions exist. This result in a loss of thrust and, if no de-icing is
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applied, surge and stall of the compressor may occur.

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Fuel icing
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Jet fuel contains small amount of water which is liable to freeze in the fine
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mesh of the fuel filters. With fuel temperature below 0 deg. C, this may
decrease the fuel flow and thereby the thrust and in extreme cases even
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stop the engine.

Wing icing
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Wing icing in the form of clear ice may form at the upper surfaces of the
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wings even at outside temperatures well above zero, whenever cold soaked
fuel is inside the wing fuel tanks and the aircraft is exposed to high humidity,
fog, drizzle, rain or other water. During flight, the fuel temperature
decreases to a very low level, depending on actual flying time, flight level
and the fuel temperature at refueling. Due to very slow heat transfer/air
convection on ground, the wings will remain cold soaked over and extensive
period of time. The ice is very hard to detect. If breaking loose during flight,
the ice may cause substantial damage.
Nomenclature
Chapter 8
The words "Light", "Medium" and "Heavy" aircraft icing conditions as used
by FAA in the USA when approving U.S.-built aircraft, are scientific terms
based upon the liquid water content in clouds, and also the mean effective
drop diameter and ambient air temperature and have consequently no
relation to the definitions in AIREP.
The terms "Light", "Moderate" and "Severe" icing used at meteorological
briefing, and in meteorological warning messages should correspond, as
far as possible, to the definitions in AIREP. Meteorologist may have
obtained information from aircraft in flight or made an estimation from
previous experiences. If not stated, and the P-i-C deems it necessary, he
should inquire from what type of aircraft the reports of icing have been
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received.
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Pilot Techniques
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The purpose of this section is to deal with the issue of ground de-icing/anti-
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icing from the pilot's point of view. The topic is covered in the order it
appears on cockpit checklists and is followed through, step by step, from
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flight preparation to take-off. The focus is on the main points of decision-
making, flight procedures and pilot techniques.
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Receiving aero plane de
When arriving at the aero plane, local advice from ground maintenance staff
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may be considered because they may be more familiar with local weather
conditions. If there is nobody available or if there is any doubt about their
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knowledge concerning de-icing/anti-icing aspects, pilots have to determine

the need for de-icing/anti-icing by themselves.
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Flight deck preparation

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The following actions shall be performed before every departure. The

Departure Check Person shall perform a check for need to de-ice according
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to GMM
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Preflight actions:
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The P-i-C or crew member delegated by him shall inspect the aero
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plane to assure that no frost, ice or snow adheres to the aero plane;
Check anti-icing and de-icing to be fully serviceable, unless there is
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positively no risk of icing on the planned flight altitude;

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Move flight controls to full deflection in both directions to detect

possible blocking by ice;
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Use ice protection equipment during taxiing and take-off as laid down
in FCOM/AOM;
Correct take-off weights thrust settings and speeds for ice protection
as laid down in FCOM/ AOM and GWC. These corrections apply when
icing conditions are expected at or below the minimum flap retraction
altitude as stated in the special engine failure procedure.
Note: Avoid getting into the jet blast area behind other aero
plane as snow may be blown into engines and may accumulate
on aerodynamic surfaces and lift devices.
Chapter 8
The P-i-C shall, if applicable in cooperation with the departure check

person, state the necessary de-/anti-icing treatment of the aero plane or be
assured that there is no frost, ice or snow on the critical surfaces of the aero
plane.
If de-icing performed:
The de-/anti-icing release person shall perform a check after de-/anti-icing
verifying that all frost, ice and snow accumulations are removed from the
critical surfaces of the aero plane after completed treatment.
Note: The regulations and instructions for the ground crew are found in
GMM
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If conditions are such that frost, ice or snow might accumulate on the aero
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plane:
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After anti-icing, the P-i-C shall determine the HOT for prevailing conditions
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(see OM‐A 8.2.4. —Glossary/Definitions; Determined Hold-over Time
(HOT)) and enter in the Technical Log INFO the fluid type and the time the
or
final de-/anti-icing step commenced, e.g. “INFO: DE-/anti-icing Type II,
75/25 at XXXX UTC”. The P-i-C or a delegated person shall perform a Pre-
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take-off Check within 2 min before take-off.
Taxiing
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During taxiing, the flight crew should observe the intensity of precipitation
and keep an eye on the aeroplane surfaces visible from the cockpit. Ice
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warning systems of engines and wings or other additional ice warning

systems must be considered.
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Sufficient distance from the preceding aeroplane must be maintained as

blowing snow or jet blasts can degrade the anti-icing protection of the
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aeroplane.
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The extension of slats and flaps should be delayed, especially when

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operating on slushy areas. Slat/flap extension must be verified prior to take-

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off and the “before Take-off” checklist can be postponed accordingly.

Pre-take-off Check
tro
Whenever conditions are such that frost, ice and snow might be present on
on
the aeroplane, the P-i-C or a delegated person shall perform a Pre-take-off

Check within 2 min of commencing take-off roll. The purpose of the check
nc
is to verify that frost, ice and snow has not accumulated on the critical
surfaces after the de-/anti-icing treatment. The following three methods are
U
acceptable:
Mental Review
A mental review of prevailing conditions including:
Anti-icing treatment and HOT;
Precipitation type and rate and variations experienced since anti-icing
was performed;
Temperature, normally OAT but also skin temp if aeroplane has been
cold soaked;
Chapter 8
Relation of temperature/dewpoint;
Wind or experienced jet blast (especially for Type I fluid);
Visual cues as available from flight deck. The Pre-take-off Check is
passed satisfactorily, if review confirms, beyond any doubt, that critical
surfaces remain free from frost, ice and snow.
Check of Representative Surface
A visual check of a representative surface from within the flight deck. The
Pre-take-off Check is passed satisfactorily if:
The determined HOT has not expired; and
ed
It is visually confirmed that the representative surface is free from
t
frost, ice and snow.
in
Check of Wings
pr
A visual check of wings may be necessary to open flight deck windows or
perform the check from the cabin. The Pre-take-off Check is passed
or
satisfactorily if:
d
The determined HOT has not expired; and
de
The visual check confirms that wings are free from frost, ice and snow.
Take-off
oa
Recommendations given in FCOM of individual aeroplane types regarding
nl
performance corrections (effect of engine bleeds) or other procedures

applied when operating in icing conditions must be considered.
ow
General remarks
d
In special situations, flight crew must be encouraged not to allow

operational or commercial pressures to influence decisions.
if
If there is any doubt as to whether the wing is contaminated, do not go on.

d
lle
As in any other business, the key factors to keep procedures efficient and
safe are awareness, understanding and communication. If there is any
tro
doubt or question at all, ground and flight crew must communicate with each
other.
on
Fluid application and Holdover time Guidelines

nc
Refer to Special Operating Procedures (Cold Weather Operation)

U
Chapter 8
FLIGHT PROCEDURES
Standard Operating Procedure

NOK shall ensure that the SOP is established In accordance with CAAT’s,
the guidance material (GM) – STANDARD OPERATING PROCEDURE.
Standard operating procedures (SOPs) are universally recognized as basic
to safe aviation operations. Effective crew coordination and crew
performance, two central concepts of crew resource management (CRM),
depend upon the crew’s having a shared mental model of each task. That
ed
mental model, in turn, is founded on SOPs. This Guidance Material (GM)
presents background, basic concepts, and philosophy in respect to SOPs.
t
in
It emphasizes that SOPs should be clear, comprehensive, and readily
available in the manuals used by flight deck crewmembers
pr
All Thailand AOC holders that operate multi-crew aircraft must have
or
standard operating procedures approved by the CAAT in order to operate
these aircraft in commercial air transport.
d
A manual or section in a manual serving as the flight crew’s guide to
de
standard operating procedures (SOPs) may double as a training guide. The
content should be clear and comprehensive, without necessarily being
oa
lengthy. No template could include every topic that might apply unless it
were constantly revised. Many topics involving special operating authority
nl
or new technology are absent from this template, among them PRM,
SMGS, RNP, and many others.
ow
Refer to NOK’s SOP of respective aircraft (B737-800 and DHC-8-400) for

each phase of flight
d
Before Take-off and After Landing

if
Preflight Inspection
d
lle
A Preflight Inspection (walk-around) shall be performed by the flight

crew, Licensed Aircraft Engineer (LAE) or Mechanic before departure.
tro
Wearing a highly visible jacket (safety vest) is mandatory.

Ice on Aircraft
on
See OM‐A 8.2.4—De-icing and Anti-icing on Ground, FCOM SP

nc
section.
Use of Aircraft Engine as Ground Power
U
External or a self-contained internal ground power unit shall normally

be available at all aerodromes approved for a specific aircraft type.
If a flight has been approved by Flight Operations to an aerodrome
without such power available, or if such a power unit is unserviceable
during an operation, the aircraft engine may be utilized as ground
power provided the procedures and precautions for such operation
are available in the respective FCOM/AOM and are strictly adhered
to.
Chapter 8
Ground Locks and Pitot Covers

Before starting engines, the P-i-C shall ensure that all landing gear
pins and pitot covers are on board. After landing, covers should be put
on if weather situation calls for it, e.g., blowing snow, blowing sand,
etc.
Parking
(i) Aero/jet bridges
During arrival to or departure from a parking position served by
a jet bridge, the bridge shall be manned by authorized
ed
personnel. A jet bridge in retracted position can restrict proper
inflation of the slide, thereby hinder an emergency evacuation
t
of the aircraft. It is accepted that an emergency exit served by a
in
jet bridge is temporarily blocked for emergency evacuation
pr
during arrival or departure.
In connection with departure, the forward entrance door should
or
be kept opened until all procedures are completed. This is to
keep the exit available as an emergency exit as long as
possible.
d
A maneuver sign for the aircraft type concerned must be lit or in
de
position before entry.
oa
(ii) Apron drive bridges/steps
Authorized personnel are not required to man the apron drive
nl
bridges/steps during
ow
Passenger embarkation, disembarkation or

While waiting for deicing provided the drive bridges/steps
d
are positioned so as not to hinder an emergency

if
evacuation using slides.

CDU entry procedures
d
lle
During preflight, any pilot may made CDU entries. The other pilot must
verify the entries.
tro
Pilot should normally make CDU entries before taxi or when aircraft is
stopped, when possible. If CDU entries have to be made during taxi,
on
the PM shall make the entries. The PF must verify the entries before
they are executed.
nc
In flight, below 10,000 ft the PM normally make the CDU entries.

U
Above 10,000 ft, the PF normally makes CDU entries when workload
permitting. PF may delegate this task to PM depending on the
operational circumstances.
The pilot making the entries shall executed the change only after the
other pilot has verified the entries.
Chapter 8
Engine Start
The P-i-C shall decide in accordance with FCOM/AOM when to start
the engines taking departure time, slot time, cabin safety
announcement, closing of cabin/cargo doors and other relevant
factors into consideration.
Cabin Clear
Before pushback or engine start, the P-i-C shall ensure that the “Cabin
Clear” report has been received from the CL, indicating that:
Security pre-flight check has been performed;
ed
Cabin galleys, passengers and cabin crew are ready for aircraft
movement;
t
Cabin crew’s passports/visa and vaccination certificates (if
in
applicable) are checked;
pr
All cabin doors are closed and armed (if applicable);
The document and equipment according to safety/security
or
checklist is checked;
The cabin compartment has been sprayed (when cabin
disinfection is required by the departure/ arrival authority);
d
Seating is in accordance with load sheet, and headcount
de
performed as required.
Note: Where applicable, the “Cabin Clear” report shall be done by
oa
interphone, voice or cabin ready function.
nl
Pushback, Towing and Taxiing

ow
(i) Pushback
Before commencing a pushback, the P-i-C shall ensure that
d
clearance for this movement has been received from ground

control.
if
Pushback of aircraft is only authorized with stopped aircraft

d
engines unless specially authorized by local conditions.

lle
Instructions for pushback procedures are stated in GMM.

tro
(ii) Towing
on
All forward towing shall be performed with the engines stopped.

Exempted from this rule is short forward towing in connection
nc
with pushback in order to center the nose wheel or to comply

with ATC instruction.
U
(iii) Taxiing
The P-i-C is solely responsible for ensuring that the aircraft
does not come in contact with any object while being
maneuvered under its own power.
(iv) Aircraft clear signal must be received from ground crew
member before taxiing is commenced. Taxi/landing light or
other external lights according to Expanded Checklist for
respective aircraft type should be switched on as an
Chapter 8
acknowledgment that clear signal has been received prior to

parking brake is released and taxiing is commenced.
Checklist reading shall not be initiated nor continued until taxi
orientation assistance is no longer necessary. This is of
particular importance when operating in adverse conditions, i.e.,
low visibility, unfamiliar airport, congested area, etc. All pilots
must have well studied the airport chart and have it readily
available when taxiing.
The aircraft shall normally not be taxied closer than one-quarter
wingspan from any hindrance. Taxi guidelines/markings do not
ed
always ensure adequate hindrance clearance and shall be used
with caution. Whenever doubt exists, stop the aircraft and
t
request assistance from ground.
in
During taxiing, it is the duty of the pilot occupying the RP seat to
pr
inform the LP any time the aircraft comes closer than one-quarter
wingspan to the obstruction on the right side of the aircraft. RP
or
shall also assist LP by advising taxiway name and direction,
where appropriate.
d
Care must be taken to ensure that the aircraft is taxied in such a
de
way that slipstream or blast from its engines will not cause
damage.
oa
The aircraft should not taxi or hold so close to an active runway
nl
that a danger of collision exists, in case a landing or departing

aircraft is leaving the runway.
ow
Be careful when taxiing on ice-/snow-covered tarmacs or when

approaching nose-in parking stands to ensure that the taxi speed
d
is not exceeded thus ensuring an immediate stop if conditions so

if
warrant.
d
 Use of brakes and nose wheel

lle
 The taxi speed should be controlled as far as possible by

means of engine power. To reduce heat generation, avoid
tro
prolonged use of brakes. Brakes should be used only to

decrease the speed and to stop the aircraft. See the
on
respective FCOM/AOM for detailed instructions.

 Use of landing lights
nc
 Make sure that the lights do not blind other aircraft taking
U
off or landing, or ramp controllers.

 Taxi guidelines and ramp signals
 Taxi guidelines vary from place to place and do not always
ensure adequate hindrance free clearance. They shall be
used with caution as a guidance to aircraft positioning.
Chapter 8
 The signals given by the ramp controllers are to aid the pilot
when taxiing on the tarmac, parking area, etc. It must be
clearly understood, however, that the P-i-C is, even when
guided by ramp signals, responsible for the safe
maneuvering of the aircraft.
 Runway incursion prevention
In order to prevent runway incursion, the following procedures
are strongly recommended:
 Maintain high level of situation awareness while
operating in the airport environment, both on group
ed
and in the air, in order to ensure an awareness of the
aircraft position relative to the airport surface by using
t
in
all available resources, such as heading indicator,
airport diagrams, airport signs, markings, lighting and
pr
air traffic control, to keep an aircraft on its assigned
flight and/or taxi route;
or
 Briefing of pre-taxi plan and taxi route should be
included when performing take-off and approach
d
briefing;
 de
Do not stop on the runway unless it is necessary to
do so;
oa
 Visually clearing the final approach path prior to
taxiing into the take-off position on the runway;
nl
 Strictly adhere to Sterile Flight Deck procedure;


ow
Use of Standard R/T phraseology and monitoring

clearances given to other aircraft;
 Obtaining directions or progressive taxi instructions
d
when taxi route is in doubt;

if
 Crosscheck and verification of take-off and landing

runway and clearance;
d
 Questioning clearances when holding or lined up in

lle
position for take-off on the runway and take-off

tro
clearance has not been received within the

reasonable time;
 Use of aircraft lighting during taxi, runway crossing,
on
take-off and landing to make the aircraft more

conspicuous;
nc
 Adhere to the use of transponder setting local

U
procedure for each airport;
Chapter 8
Take-off
General
All take-offs shall be made under the conditions that published
performance requirements are met. Take-off from aerodrome not
listed in GWC must not be made without permission from PO. It is
compulsory that departure and approach charts be readily available
at every take-off. A take-off shall not be commenced unless the
weather conditions at the aerodrome of departure are equal to or
better than applicable minima for landing at that aerodrome, unless a
suitable take-off alternate aerodrome is available. For take-off minima,
ed
take-off alternate aerodrome selection and requirements, see OM‐A
8.1.3 — Methods for the Determination of Aerodrome Operating
t
in
Minima and RM.
pr
Take-off Weight
The max take-off weight on the load sheet is primarily used for
or
calculation of the traffic load and may differ considerably from the
actual max take-off weight, depending on a choice of runway and
d
actual take-off conditions. The crew, before each take-off must,
de
therefore, calculate the permissible max take-off weight for actual
runway and conditions.
oa
Choice of Runway
nl
Runway giving the best safety margin under prevailing conditions shall
normally be used, with due regard to other factors. If adhering to this
ow
rule involves unreasonable delays, another performance wise

acceptable runway may be used. The runway width for take-off and
d
landing should normally not be less than 40 m. For narrow-bodied

aircraft the runway width is 30 m. However, the operation from
if
narrower runways can be approved by OS depending on availability

d
of runway shoulders, type of aircraft, etc., or by establishing special

lle
weather minima, crosswind limits, etc. If runway width less than those
specified above is approved, this will be indicated in the Airport Chart
tro
or Company information contained in the Aerodrome Manual.

Intersection Take-off
on
Take-off shall normally be started from the beginning of a runway.

nc
However, if other take-off points are given in Gross Weight Chart

(marked by a letter on the Airport Chart) the take-off runway may start
U
from such a point in order to:

(i) Comply with noise abatement procedure;
(ii) Comply with the requests from ATC;
(iii) Save fuel;
(iv) Reduce delays or adhere to schedule.
Intersection take-off requires a visibility of 2 km or more, except when
intersection take-off is an official requirement. Take-off weight must
always be checked against the Gross Weight Chart and due regard
must be paid to runway conditions, e.g. braking action.
Chapter 8
Selection of Take-off Configuration, Thrust and Speeds

Take-off configuration, take-off thrust and V1 shall be selected with
due regard to prevailing conditions, such as the relation between
actual take-off weights and the runway, obstacle and climb limited
takeoff weights, the runway and weather conditions, and the terrain
and climb-out procedures. In a performance limited take-off, the
choices are limited, but most often, a careful consideration of these
factors can contribute to overall take-off safety.
(i) Take-off flap
When TOW margins exist versus obstacle and climb limited take-off
ed
weights, consider using a large flap setting on wet and contaminated
runway and whenever extra accelerate-stop margin is advisable.
t
in
When a large amount of excessive runway is available (TOW margin
versus runway limited takeoff weight), consider using a smaller flap
pr
setting if improved climb performance is advisable.  Refer to GWC
of respective aircraft type.
or
(ii) Max take-off thrust
d
The maximum permitted take-off weights given in GWC are
de
based on the use of max take-off thrust according to the
respective FCOM/AOM or the take-off thrust ratings given in
oa
the GWC.
(iii) Derated take-off thrust
nl
In order to conserve engine life, derated take-off thrust is

ow
permitted as specified in the respective FCOM/AOM.

Derated take-off thrust may only be used provided a check of
d
the relevant Gross Weight Chart confirms that the thrust will be
if
sufficient in relation to the actual take-off weight versus the

climb performance and runway to be used.  
d
lle
Derating is based on the performance-limited weight, not on the

noise-limited weight.
tro
In situations when the advisability of using reduced thrust is

doubtful, the take-off margins can be improved, without
on
sacrificing all the benefits of reduced thrust, by selecting an

assumed temperature to lower than the max permissible
nc
assumed temperature.
U
Full take-off thrust is always an option if the P-i-C deems this

more advisable than reduced thrust under prevailing conditions.
(iv) Selection of V1
(v) Reduced V1 shall be used on wet and contaminated runways
according to rules in the respective FCOM/AOM. For aircraft
types where a range of permissible V1 is available, additional
accelerate- stop margin can be obtained by selecting a low V1
within the permissible range. Although, this will reduce screen
height in case of continued take-off after engine failure, it will
Chapter 8
not compromise the required screen height (35 or 15 ft). The

option of selecting a V1 is available in the pre-take-off planning
stage only. Once a V1 has been selected, this V1 is valid for
the STOP/GO decision.
Alignment
Alignment distance and the length of the aircraft are considered in
permissible take-off weights. For runway-limited take-offs, use
minimum possible alignment distance. However, if taxi speed can be
maintained until advancing throttles for take-off, the kinetic energy
may compensate for longer alignment decision.
ed
Foot Placement Braking Technique
t
If the aircraft is equipped with auto brakes, the system should always
in
be set for maximum brake capability during take-off. In case of a
pr
rejected take-off, the LP must be prepared to manually brake the
aircraft, if the automatic brake system malfunctions. However, he
or
should not interfere with a functioning system unless stopping is no
longer a problem.
d
(i) The foot placement shall also be such that steering is assured
under strong crosswind and gust. de
(ii) LP shall have his feet placed in a position such that a rejected
oa
take-off can be initiated without delay.
(iii) RP shall have his feet placed to steer the aircraft when
nl
performing a take-off but be prepared to assist LP in braking

upon order.
ow
Thrust Setting Technique

Thrust setting and thrust changes on all modern fan engines should
d
be done with caution.

if
Therefore, it always takes sometimes to apply take-off thrust.

d
Furthermore, individual engines on one aircraft will sometimes show

lle
different acceleration characteristics. On these occasions, it takes an

even longer time to adjust the throttles, so as to avoid a thrust
tro
difference between the engines.

on
During the thrust application time, available runway length is

consumed. Therefore, throttles should be advanced before the brakes
nc
are released. When verified that all engines are accelerating at the
same rate, the brakes should be released at the recommended thrust
U
setting, which is found in FCOM/ AOM. When take-off performance is

not marginal and excessive runway is available, brakes may be
released before thrust application. Under these conditions a rolling
take-off is also permitted.
Chapter 8
Monitoring of Flight Instruments

In order not to be misguided by erroneous flight instrument indications,
it is extremely important that both pilots carefully monitor attitude,
altitude, speed and rate of climb during liftoff and initial climb. The
possibility of flight instrument failure during this critical part of the flight
must always be kept in mind. Do not read the Climb Checklist until the
aircraft has reached at least 1,000 ft above field elevation. Should any
malfunction or other disturbances occur during take-off or initial climb
phase, it must be realized that the primary duty of PF is to maneuver
the aircraft in a safe way. Pertinent actions called for by the
malfunction shall, without neglecting proper monitoring of the flight, be
ed
performed when this can be done safely.
t
Take-off in Limited Visibility
in
Visibility refers to “meteorological visibility”, or "RVR". RVR is applied
pr
whenever given. If more than one RVR value is given for the same
runway, the lowest RVR determines the minima for take-off. The
or
additional values shall be used as guidance unless otherwise
specified. The reported RVR/visibility value representative of the initial
d
part of the take-off runway can be replaced by pilot assessment. Fog
de
dispersal by means of taxiing along the runway is not permitted. For
more regulations regarding takeoff in limited visibility, see RM. All
oa
take-offs in RVR of 500 m or less (visibility if RVR not available) must
be performed by the LP. Max crosswind is 10 kt.
nl
(i) Use of landing lights in limited visibility

ow
When taking off in reduced visibility, use of external lights may

cause disorientation and reduce forward visibility due to
d
reflections and blinding effect. False impressions of drift may

also occur in precipitation and crosswind conditions. The use of
if
such lights during take-off in these conditions is, therefore, not

d
recommended.
lle
Climb
tro
The rate of climb shall be at least 500 ft/min within 1,000 ft of reported
vacated altitude and practically 1,000 ft/min within 1,000 ft of the new
on
assigned altitude unless ATC prescribes otherwise. In an automatic

altitude control mode, rate of climb may be greater than 1,000 ft/min
nc
in which case both pilots must ensure that aircraft correctly levels off
at the required altitude.
U
Caution: Excessive rate of climb may trigger an unintentional

TCAS warning in RA mode if flight is conducted in a congested
area.
During climb, a warning shall be given by PM/PNF calling out at 1,000
ft before reaching a cleared altitude/flight level. If for some reason that
call out cannot be made by PM/PNF, the call out shall be made by PF.
Chapter 8
Notes:
1. On the aircraft equipped with serviceable automatic callout, the
callout by PM/PNF is not required. However, the callout “checked”
shall be made by PF after such automatic callout.
2. Altitude pre-select system, if equipped, shall always be used.
Keeping of Terrain Clearance During Climb Out
(i) A visual climb out may be carried out during daylight when
actual cloud base is above the highest minimum sector altitude
and surrounding terrain is clearly visible, provided:
ed
(ii) Clearance to deviate from SID/departure is obtained from ATC;
t
(iii) Max TOW according to GWC for given runway/departure based
in
on IMC is adhered to;
pr
(iv) Noise sensitive areas otherwise protected by SID/departure are
not over flown;
or
(v) VMC conditions are maintained at all times, up to safe altitude,
i.e. MSA, MTCA.
d
de
During visual climb out, the P-i-C must prepare to regain climb out
procedure or return to departure airport, to maintain VMC. If
oa
necessary, aircraft configuration must be changed in order to
maintain proper terrain clearance.
nl
Required terrain clearance will be obtained if published climb out

ow
procedure or SID's are followed. Published climb out procedure shall

always be followed during IMC. Deviations from published SID's are
permitted provided clearance and radar vectoring are given by ATC.
d
If more than one departure procedure can be utilized from the same
if
runway, great care must be taken to ensure that the radio navigation
d
aids are tuned and set so as to correspond to the actual clearance

lle
received.
Anticipation of one specific clearance should be avoided and any
tro
pre-departure briefing or preparation made before receiving the ATC

clearance should include reference to all possible published
on
procedures that can be received.

When no SID's or departure are published, the climb procedure is
nc
left to the P-i-C's discretion. The following guidelines shall be

applied:
U
(i) In VMC and daylight, visual climb may be performed according

to conditions in OM‐A 8.1— Separation of IFR traffic in VMC;
(ii) In IMC and darkness, minimum terrain clearance shall be
maintained.
Chapter 8
Cruise
General
The P-i-C shall ensure that all flight crew members are aware of their
duties required to perform during cruise and holding phases of the
flight. It is particularly important that the P-i-C ensure that a crew
member occupying a flight deck seat not usually occupied by him is
aware of the duties he is required to perform. When conditions and
workload permit, the P-i-C can allot off-duty periods to his flight crew
members as applicable. Before a crewmember is off duty, he shall
ensure that his duties and responsibilities have been taken over by
ed
one of the on-duty flight crew members (See Crew Composition).
t
Procedures
in
(i) Keeping of separation
pr
The increasing traffic density calls for the highest precision in
adhering to cleared altitude/ flight levels, and the maintaining of
or
accurate navigation. The assigned flight level/altitude should
normally be kept within an indicated tolerance of ±50 ft.
d
Altimeter errors can reduce vertical separation. Exercise
de
extreme caution when flying from one area into another where
different altimeter settings are used for vertical separation or
oa
where different units are used, i.e. meters/ feet.
(ii) Keeping of terrain clearance
nl
Except during climb and descent, a flight must not be

conducted atan altitude/flight level below the applicable safe
ow
altitude corrected for pressure, wind and temperature.

Whenever a flight comes outside the corridor on which the
d
minimum altitude is based, the P-i-C must check that the flight
is performed above the minimum grid altitude.
if
(iii) Radar assistance

d
Radar may be used to assist in navigation and to reduce

lle
separation requirements. The P-i-C must, however, be aware

that in certain weather conditions with low-level temperature
tro
inversion, a ground radar may receive echoes from the aircraft

when it is still flying outside the operating range of radar. In
on
such situations, the radar may show the aircraft to be far closer
to radar station than it actually is. Fortunately, such weather
nc
conditions seldom occur. Descent under radar vectoring shall

only be approved after consideration of required terrain
U
clearance and weather conditions.

(iv) Instrument monitoring
To ensure that faults or failure tendencies are quickly noticed,
and corrective actions are taken accordingly, pilots must
periodically check all relevant instruments and take note of any
abnormal readings.
Deviation from prescribed tracks
The P-i-C shall not deviate from his prescribed track unless
necessary due to safety reasons (i.e. to avoid CB’s, turbulence,
ice, etc.).
Chapter 8
Range Control
Checking the actual fuel remained for a certain distance versus that
estimated for that distance performs Range Control. The fuel
remained shall be checked versus the fuel consumed in order to
ensure correct figures. The difference between actual and estimated
remaining fuel shall be noted, and reasons for the difference
established. The range control shall be carried out at least every 60-
90 min simultaneously with suitable position reports.
Preparation for Descent and Approach
General
ed
Planning and preparation for descent and approach shall be
t
completed well before commencing approach. Flight crew should be
in
well prepared for the expected approach procedure that the approach
pr
chart is only needed for quick references. It is compulsory for both
pilots to have valid approach chart for the planned approach
or
procedure available during every approach. When CAT II/III approach
facilities are available, the approach shall be planned and carried out
as CAT II/III when weather conditions so require.
d
Definitions de
Automatic approach An approach utilizing aircraft autopilot to
oa
capture and to hold the ILS localizer and glide path.
nl
Note: If visual guidance is obtained at or above DA/DH, it is

recommended to keep the autopilot engaged until reaching the
ow
minimum height permitted for autopilot operation according to the

respective FCOM/AOM, provided it functions satisfactorily and a
d
correct flight path is followed.

if
Automatic landing During an automatic approach, the Automation is

used to control the aircraft’s flight path and speed along the relevant
d
ILS localizer and glide path down to touchdown. It may also include
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control of the aircraft along the runway during the landing rollout.
tro
Semi-automatic approach An approach utilizing aircraft autopilot to

maintain the correct heading and/or rate of descent during an
on
approach.
Precision approach An approach where the pilot continuously
nc
receive both lateral and vertical guidance from the signal of an

electronic landing system; e.g. ILS, PAR.
U
Non-precision approach An approach where the pilots receive only

lateral guidance from the signal of an electronic approach aids; e.g.
LOC, VOR, NDB.
Checklist
PF shall ensure that the checklist is completed well in advance of each
phase of descent and approach, as this will improve the flight crew
members' possibility of efficiently monitoring the approach.
Chapter 8
Descent
General
Descent occurs when an aircraft leaves its en route altitude with the
intention to commence an approach and landing. Before commencing
a descent, the P-i-C shall carefully consider various aspects with
regard to descent, as specified in the respective FCOM/AOM.
Terrain Clearance
In order to keep sufficient terrain clearance during descent and
approach, the following regulations shall be applied:
ed
(i) Altitude limit
Maintain at least the applicable minimum altitude for the
t
in
area/segment, until a positive check over VOR, NDB, Marker or
a designated position in relation to VOR/DME clearly indicates
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the correct position for further descent in the approach area in
accordance with the approach procedure laid down in
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STAR/Approach Chart. Descent to a lower altitude before
reaching the approach aid is only permitted if stated on the
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STAR/Approach Chart.
(ii) Radar vectoring de
When being vectored by radar, the radar controller shall ensure
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that adequate terrain clearance will exist at all time until the
aircraft reaches the point where the pilot will resume own
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navigation. However, all possible aids shall be utilized to

monitor the aircraft position.
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Notes:
1. The minimum radar vectoring altitudes shall include a
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correction for temperature effect.

if
2. In case of COM failure, squawk 7600 and perform the relevant

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communication failure procedures.

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(iii) Visual descent and approach

During daytime, a visual descent and approach may be carried
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out when weather conditions so permit. During night time, when

it is positively determined by navigation aids that the position of
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the aircraft is within sector distance, a visual approach may also

be executed. The position during the whole descent and
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approach shall be constantly confirmed by means of navigation

aids available and proper terrain clearance maintained. When
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performing a visual approach, the aerodrome and/or the landing

runway must be in sight at all times. (See Night landing
requirements.)
Chapter 8
Procedure
The PM/PNF, shall carefully monitor the descent and check that the
relevant points and altitudes mentioned during the briefing are
adhered to.
(i) Altitude warning
During descent, if automatic callout is not available, PM/PNF
shall warn 1,000 ft prior to reaching a cleared altitude/flight
level.
(ii) Rate of descent
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The rate of descent shall be at least 500 ft/min within 1,000 ft of
reported vacated altitude and practically 1,000 ft/min within
t
in
1,000 ft of the new assigned altitude, unless ATC prescribes
otherwise, exception from this restriction is when utilizing an
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automatic altitude control system. The rate of descent below
the applicable minimum altitude for the area/ segment plus
or
2,000 ft shall normally not exceed 2,000 ft/min. Exceptions may
be made during daylight with visible surrounding terrain or
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when a greater rate of descent is part of an approved ATC
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procedure according to RM. When a rate of descent of more
than 2,000 ft/min is permitted below the above mentioned
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altitudes, all pilots must pay special attention to flight
instruments and to lookout.
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(iii) Speed
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The speed during a descent should be kept to a reasonable

limit with regard to traffic density, weather conditions and
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approach aids used (refer to Aerodrome Manual for various

countries). To maintain proper terrain clearance in holding
if
pattern, procedure turns, reversal and racetrack patterns, the

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maximum speed stated in RM must not be exceeded.

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(iv) Fuel economy

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Optimum fuel economy should be aimed through careful

planning and professional execution of the descent and
on
approach. Attention is drawn to the importance of initiating the

descent at the optimum top of descent and to fly the approach
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using minimum drag consistent with other operation limitations.

(v) Fuel check during approach
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Minimum fuel during approach consists of fuel from the present

position to landing or to go- around plus alternate fuel, if
required, plus final reserve fuel and any additional fuel, if
applicable.
Chapter 8
Approach
General
An approach procedure is said to commence when an aircraft leaves
a holding or an equivalent terminal area position in order to carry out
a landing on a selected runway. It is left to the P-i-C to decide whether
or not an approach will be commenced based on the operational
minima and on his judgment as to the probability of a successful
approach, taking into account the environmental weather conditions
and the regulations. It is the Company’s policy that an approach shall
not be commenced if the weather situation, as deemed by the P-i-C,
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is likely to cause a go-around.
The minima for specific type of approach and landing procedure are
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in
considered applicable if:
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(i) The ground equipment shown on the respective chart required
for the intended procedures is operative.
or
(ii) The aircraft systems required for the type of approach are
operative.
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(iii) The required aircraft performance criteria are met.
(iv) The crew is qualified accordingly.
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ATC Clearance
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When an approach clearance has been received, the entire approach

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procedure must be executed unless receiving:

(i) Radar vectors to an approach within navaid coverage; or
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(ii) Clearance for a visual approach; or

if
(iii) Clearance for a straight-in approach.

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Terrain Clearance
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The aircraft shall cross the fix or facility and fly outbound on the
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specific track, descending as necessary to the procedure

altitude/height but no lower than the minimum crossing altitude/height
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associated with that segment. If a further descent is specified after the

inbound track, the aircraft is considered established when it is:
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(i) Within a half-full-scale deflection for the ILS and VOR; or

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(ii) Within ±5° of the required bearing for the NDB.

When performing a CANPA, the recommended descent rate and/or
glide slope angle shall be used in order to reach MDA at the proper
position from threshold, thus enabling a safe landing.
Requirements
An approach may be continued to DA/DH/MDA provided that at the
outer marker or equivalent position, the officially reported RVR or
visibility is not less than required. Converting the reported visibility in
accordance with RM may derive RVR values. If no outer marker or
Chapter 8
equivalent position exists, this position is substituted by 1,000 ft AGL.

After passing the outer marker or equivalent position, if the
RVR/visibility falls below requirement, the approach may be continued
to DA/DH/MDA.  For circling, both the official ceiling/vertical visibility
and the visibility have to satisfy the circling minima.  
For non-precision approach and precision approach CAT I, an
approach may not be continued below MDA or DA/H, unless at least
one of the following visual references for the intended runway is
distinctly visible and identifiable to the pilot:
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(i) Element of the approach light system;
(ii) Threshold;
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(iii) Threshold markings;
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(iv) Threshold lights;
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(v) Threshold identification lights;
(vi) Visual glide slope indicator;
(vii) Touchdown zone or touch down zone markings;
or
(viii) Touchdown zone lights.
If after having attended visual reference, the reported VIS/RVR is
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falling below minima, a go-around shall be initiated unless a landing
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is considered safer than a low altitude go-around.
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For precision approach CAT II and CAT III, A, no pilot may continue
and approach below the authorized DH, unless a visual reference
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containing a segment of at least 3 consecutive lights of the following

is attained and can be maintained:
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(i) Centerline of the approach lights; or

(ii) Touchdown zone lights; or
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(iii) Runway centerline lights; or

if
(iv) Runway edge lights; or

(v) A combination of these lights.
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For CAT II visual reference must also include a lateral element of the
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ground pattern, i.e. an approach lighting crossbar or the landing

threshold or a barrette of the touchdown zone lighting.
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For precision approach CAT III B with fail-operational flight control

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system using a DH, a pilot may not continue an approach below the
DH, unless a visual reference containing at least one centerline light
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is attained and can be maintained.

Go-around
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When no missed approach procedure is published, the procedure to

use is left to the P-i-C’s discretion, except for circling approaches.
Weather
The P-i-C shall try to obtain the latest available weather observations
before he decides to commence an approach. Visibility refers to
meteorological visibility, or RVR. RVR is applied whenever given. For
CAT II/III approach, the RVR shall be measured by transmissometer
or other such means. If more than one RVR value is given for the
Chapter 8
same runway, the RVR at the threshold determines the minima for
landing. Visibility is the only criterion (Except for circling, see
Requirements above.) to continue an approach before the Outer
Marker or equivalent position, however, due regard shall also be paid
to actual reported ceiling in assessing the probability for a successful
approach. Ceiling refers to a cloud amount of “broken” or more. When
both ceiling and vertical visibility are given, the highest value is
applied. Whenever the threshold cloud base/ vertical visibility is
reported, this value is applied for instrument approach to that runway.
It is also important to ensure that the runway surface conditions, e.g.
water, slush, snow, ice, etc. and the braking action are fully
ed
considered.
The P-i-C shall consider adjustment of the Company’s minima upward
t
in
if factors, such as, ice formation, turbulence, runway conditions, lack
of experience or tiredness affect the approach and landing in a
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negative way.
or
Procedure
Closest cooperation is of the highest importance to achieve a safe and
d
smooth operation.
de
Both pilots shall monitor the instruments approach and it is especially
a very important duty of PM/ PNF to automatically inform PF of
oa
abnormal deviations from the approach procedure, altitude, rate of
descent, speed and timing, and to progressively follow the points
nl
under the previous briefing. In order to detect false indications in any

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of the pilot instrument systems, momentary crosschecks shall be

made by PM/PNF. If there is an extra crew, he shall take part in this
d
task as he is in the best position to compare the instrument panels.

During final course interception, raw data should be mainly displayed
if
on PF’s instrument.
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Should a malfunction or other disturbances occur or remain after

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selection of gear down, or when below 1,000 ft above field elevation,

and be of such a nature or require such an action that it prevents PF
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from a safe maneuvering of the aircraft, and/or PM/PNF from proper

flight monitoring, the approach shall be discontinued.
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Whenever an approach radar is available, it shall normally be utilized

to monitor an approach in weather conditions at or just above
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minimum.
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It is especially important to make a full use of available approach radar

service for the monitoring of IMC approaches without glide path
reference.
PM/PNF is primarily a safety pilot and must not hesitate to manually
interfere in a critical situation.
Automatic Approach Procedure

An automatic approach shall be made according to the following
Chapter 8
procedures in order to attain a uniform crew coordination.
PF POS PNF
● Check clearance 1 ● Confirm briefing
● Brief on: ● Check navaids
- Approach procedure
- Setting of navaids
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- Crossing altitudes
- Minima
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- Missed approach procedure.
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● Select appropriate AP and FD 2 ● Check AP and FD modes.
modes.
or
● Check correct aircraft 3 ● Check altitude over OM or
configuration and establishment on equivalent position.
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ILS. de
● Check and confirm altitude over
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OM or equivalent position.
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if
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APPROACH WITH DH/DA

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 Advise PF of approaching
 Start to divide attention between
minimum (Refer to barometric
flight monitoring and lookout for
4 altimeter for CAT II/III minima.)
visual guidance
 Continue to monitor AP and flight
 Acknowledge PNF's advice.
instruments.
 Advise PNF when sufficient

5  Continue to monitor AP and flight
visual guidance for landing has
instruments.
been obtained.
Chapter 8
At DH/DA:
At DH/DA  Advise PF of reaching minimum
 Advise PNF and state intention if PF does  not obtain sufficient
whether 6 visual guidance.
 sufficient visual guidance for  Continue to monitor flight
landing has been obtained or not. instruments and aircraft
configuration.
t ed
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or
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if
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Chapter 8
APPROACH WITH NO DH
At AH:
At AH:
 State intention whether to 4
continue  Advise PF of reaching alert
height.
 approach or not.
 Monitor flare and landing
guidance by flight instruments,
or
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 Initiates go-around if unable to 5
make AUTOLAND or specified  Monitors flight instruments head-
t
in
failure according to aircraft type down throughout approach, go-
occurred. around or landing until rollout is
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completed.
At 10 ft RA:
or
 Monitors automatic ground roll by 6
scanning alternately instruments
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and external references.
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Notes:
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1. All advice, confirmation, acknowledgement, and intention shall be called out
according to respective FCOM/AOM.
nl
2. For approach with DH/DA: Should PF obtain sufficient visual guidance for landing at
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an earlier stage of the approach than that indicated herein, PM/PNF shall be
advised and all subsequent callouts required by PM/PNF shall be omitted.
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3. Any callouts that have been PIN programmed to call out automatically may be
if
omitted if automatic callout is functioning.

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4. When using CAT II minima, a go-around shall be made no later than when reaching
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CAT I minima if CAT II requirements are not fulfilled.

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Manual or Semi-automatic Approach Procedure

A manual or semi-automatic approach shall be made according to the
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following procedures in order to attain a standard crew coordination.

nc
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Chapter 8
PF POS PNF
 Check clearance
 Brief on:
– Approach procedure
 Confirm briefing
– Setting of navaids 1
 Check navaids
– Crossing altitudes
– Minima
– Missed approach procedure.
ed
 Use AP and FD to the possible 2 
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Check AP and FD modes.
in
extent.
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 Check correct aircraft
configuration and alignment with  Check altitude over OM or
or
regard to approach aids. 3 equivalent position.
 Check and confirm altitude over  Start timing, if applicable.
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OM or equivalent position.
 Continue to monitor flight


de Advise PF of approaching minimum.
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instruments and be prepared to 4  Start to divide attention between
level off or go around at minimum. flight monitoring and lookout for
nl
a)
visual guidance.
ow
 Acknowledge and try to acquire

visual reference according to
When approach lights or runway is in
d
PNF's advice.
sight:

if
Start to divide attention between  Advise PF of visual reference

flight monitoring and lookout for 5 acquisition.
d
visual guidance.
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 Advise PNF when sufficient instruments.
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guidance for landing has been

obtained.
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At DH/DA:
At DH/DA:
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 Advise PF of reaching minimum if PF

 Advise PNF and state intention does not obtain sufficient visual
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6
whether sufficient visual guidance guidance.
for landing has been obtained or
 Continue to monitor flight instruments
not.
and aircraft configuration.
For a non-CANPA procedure.

Notes:
1. All advice, confirmation, acknowledgement, and intention shall be called out
Chapter 8
according to respective FCOM/AOM.

2. Should PF obtain sufficient visual guidance for landing at an earlier stage of the
approach than that indicated herein, PM/PNF shall be advised and all subsequent
callouts required by PM/PNF shall be omitted.
3. Any callouts that have been PIN programmed to call out automatically may be
omitted if automatic callout is functioning.
4. After having passed position 3, PF shall remain on instruments until PM/PNF
advises visual reference acquisition. Advice of visual reference can be made earlier
than position 5 as appropriate.
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Callout Procedure
See OM‐A 8.3.5.j)—Stabilized Approach and refer to FCOM/AOM.
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Speed Control
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During the entire approach, it is important to keep the correct speed
with as little throttle manipulation as possible. However, the thrust
or
setting must be promptly adjusted as soon as it becomes apparent
that the adjustment is required. Whenever a wind shear is expected,
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the speed shall be corrected to compensate for expected wind shear
effect. de
High Intensity Lights
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As high intensity lights are beamed so as to give maximum intensity
nl
along the correct glide path, an approaching aircraft must follow the
glide path in order to obtain the earliest contact with the lights. Aircraft
ow
entering the glide path from above or below will risk sudden blinding
by the lights during an approach. Pilots should make themselves well
d
aware of the approach lighting system in use at the runway selected

in order to quickly establish correct visual reference. RVR is based on
if
max intensity of the runway lights. It is therefore of utmost importance

d
that dimming of the runway lights not be requested when landing

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under minimum visibility conditions as any attained visual reference

may thereby be lost. Make sure that both pilots are aware of the
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intensity at which the approach and runway lights are operating, and
to what degree of intensity they will be reduced if dimming is called
on
for. When landing at aerodromes having separate dimming circuits for

the approach and runway lights, ensure that the procedure for
nc
requesting individual dimming is known and followed so as to avoid

losing runway visibility, if only the approach lights need dimming.
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Experience has shown that aircraft equipped with white integral flight
deck lighting suffers less from blinding by high intensity approach or
runway lights if a high level of flight deck lighting is maintained during
approach and landing.
Visual Approach Slope Indicator System (VASIS)/Precision
Approach Path Indicator (PAPI)
The glide path defined by standard system shall be closely followed.
Due to system tolerances, as well as differences in eye-to-wheel
height of various aircraft types, deviations from the ideal glide path
Chapter 8
may occur close to the ground. A constant aiming point shall be

selected slightly further down the runway from the normal VASIS
touchdown point. Use of full flaps is recommended. Be aware that the
threshold crossing height could be somewhat lower than normal.
When an ILS glide path is available, VASIS/PAPI should be
disregarded, as these two glide path references might not be
compatible. Under certain weather conditions, e.g. smog, haze, dust,
the red light propagation might be reduced, and the white output might
dominate.
(i) VASIS and AVASIS
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VASIS are called AVASIS if consisting of less component
(lights) or if installed on only one side of runway.
t
in
(ii) VASIS are used down to 200 ft by aircraft having eye-to-wheel
heights of approximately 4.5 m or less (737 and A320).
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3-BAR VASIS and 3-BAR AVASIS
or
3-BAR VASIS, 3-BAR AVASIS shall consist of VASIS/AVASIS
plus the installation of a pair of additional upwind wing bars.
d
They are provided for aircraft having eye-to-wheel heights
de
exceeding approximately 4.5 m but not more than
approximately 16 m (for example, 747, A340, 777, A330 and
oa
A300). 3-BAR VASIS must not be used for positive indication
below 200 ft.
nl
(iii) T-VASIS and AT-VASIS

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(iv) T-VASIS are called AT-VASIS if installed only one side of

runway. T-VASIS may be used by all aircraft down to 200 ft.
d
(v) PAPI and APAPI (Precision Approach Path Indicator)

if
(vi) PAPI are called APAPI if consisting of two lights only.

d
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(vii) PAPI are normally installed on the left side of runway.

(viii) PAPI may be used by all aircraft down to 200 ft.
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(ix) For specific detail, see RM/LAT.

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(x) Note: For 3-BAR VASIS/T-VASIS, wide-bodied aircraft are

recommended to fly on a slightly higher profile than narrow-
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bodied aircraft.
Visual Approach
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An IFR flight may be cleared to execute a visual approach provided

the pilot can maintain visual reference to the terrain and:
The reported ceiling is at or above the approved initial approach level
for the aircraft so cleared;
(i) The pilot reports at the initial approach level or at any time
during the instrument approach procedure that the
meteorological conditions are such that with reasonable
assurance a visual approach and landing can be completed;
Chapter 8
(ii) Separation shall be provided between an aircraft cleared to

execute a visual approach and other arriving and departing
aircraft;
(iii) For successive visual approaches, separation shall be
maintained by the controller until the pilot of a succeeding
aircraft reports having the preceding aircraft in sight. The
aircraft shall then be instructed to follow and maintain own
separation from the preceding aircraft;
(iv) Transfer of communications to the aerodrome controller should
be affected at such a point or time that information on essential
ed
local traffic, if applicable, and clearance to land or alternative
instructions can be issued to the aircraft in a timely manner. A
t
Visual approach shall be made according to the following
in
procedures in order to attain standard crew coordination.
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Visual approach procedure guidelines
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Chapter 8
PF POS PNF
 Check clearance
 Brief on:
– Approach procedure
– Setting of navaids
– Crossing altitudes  Confirm briefing
1
– Minima   Check navaids
– The primary elements of the
ed
visual  approach and the
associated  instrument approach
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in
– Missed approach procedure.
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 Use AP and FD to the possible 2  Check AP and FD modes.
or
extent.
 Maintain 1,500 feet AGL (or the
d
charted altitude) until beginning
the final descent or turning base
de
leg.
oa
 Configure the aircraft per SOP  Start timing when abeam
nl
(FCOM/ FCTM/AOM). threshold (time the outbound

 leg or downwind leg
ow
To be aligned on the final

approach course and stabilized accordingly, as a function of
3 the prevailing airspeed and
at 500 feet above airport
d
elevation, the crew should wind component as stated in

if
intercept typically the final FCOM/AOM).

approach course at three 
d
Monitor Track and Altitude.

nautical miles from the runway
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threshold (time the outbound leg

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or downwind leg accordingly, as

a function of the prevailing
airspeed and wind component).
on
 Monitor time and aircraft

 Turning base leg with approach
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4 configuration.
flaps, landing gear extended, and
ground spoilers armed.  Continue landing checklist.
U
 Before turning final (depending

on the distance from the runway
threshold), extend landing flaps  Check attitude and distance
and begin reducing to the target 5  Check bank angle and
final approach speed.
airspeed
 Estimate the glide-path angle to
the runway threshold based on
available visual references (e.g.,
Chapter 8
VASI) or raw data (ILS glideslope

or altitude/distance). (Glideslope
indications and VASI indications
are reliable only within 30° of the
final approach courses.)
 Maintain visual scanning toward
the aiming point (typically 1,000
feet from the runway threshold)
to avoid any tendency to
inadvertently descend below the
ed
final approach path (use raw
data or the VASI/ PAPI as
t
available, for a cross-check).
in
 Anticipate the crosswind effect to
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complete the turn correctly
established on the extended
or
runway centerline with the
required drift correction and also
d
check ground track for reference.
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 Monitor ground speed variations
(for wind shear awareness) and
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call altitudes and excessive
flight-parameter deviations as for
nl
 Plan to be aligned with the instrument approaches.

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runway (wings level) and  If the crew perform straight-in

stabilized at the final approach visual approach within 30° from
d
speed by 500 feet above airport final course before FAF at 1,000
elevation.   6
feet, call “1000 feet stabilized” or
if
 Acknowledge and continue “1000 feet Non stabilized”, for

d
approach if stabilized approach, visual pattern at 500 feet, call

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if not stabilized Go- Around.   “500 ft Stabilized” or “500 ft Non-

Stabilized”.
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instruments and aircraft
on
configuration.
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Notes:
1. The flight management system (FMS) may be used to build the teardrop
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outbound leg or the downwind leg, for enhanced situational awareness. This
should be done when programming the FMS before reaching the top of descent
point.
2. Do not exceed a 30° bank angle when turning onto base leg and final leg.
3. If the approach is replanned as a visual approach after top of descent, all visual
approach procedure briefing (2), (3), (4), (5), (6) must be reviewed.
4. The following should be discussed and understood for safe visual approaches:
Chapter 8
(v) Weighing the time saved against the risk;

(vi) Awareness of all weather factors;
(vii) Awareness of surrounding terrain and obstacles;
(viii) Awareness of airport environment, airport and runway hazards;
(ix) Use of a visual approach chart or AOM/QRH procedures/
pattern;
(x) Tuning and monitoring all available nav aids;
(xi) Optimizing use of automation with timely reversion to hand-
ed
flying;
(xii) Adhering to defined PF/PNF task-sharing (monitoring by
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in
PM/PNF of head down references [i.e., instrument references]
while PF flies and looks outside);
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(xiii) Maintaining visual contact with the runway and other traffic at
all times; and
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(xiv) Announcing altitudes and excessive flight-parameter deviations
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and adhering to the go-around policy for instrument
approaches.
Circling
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Circling Approach
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An approach requiring visual maneuvering after completing an

instrument approach in order to bring an aircraft into position for
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landing on a runway which is not suitably located for straight-in

approach.
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Circling Minima
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Circle-to-land, MDA/H applies within the circling approach area as

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designated by each state and provides at least the minimum

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required obstacle clearance within the final approach segment as

well as for the missed approach.
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(i) Minima
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The methods used to determine and establish the circling

minima by each state are different, depend on its location and
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preferred regulation. The determination methods are as follows:

 In conformity with ICAO Doc 9365–AWO
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The minimum visibility for a circling approach should be that

associated with the applicable MDH as shown in the Table
below:
Aircraft Category
B C D
MDH (ft) 500 600 700
Visibility (m) 1,600 2,400 3,600
Chapter 8
Note: The visibility values for circling minima given in Table above are
commonly accepted  operating minima and should not be confused with
the design criteria for visual maneuvering (Circling) approach areas in
PANS-OPS (Doc 8168). Where the MDH is higher than the minimum
MDH given in Table above, the visibility value will be higher (Doc 9365)
 In conformity with FAA-OPS SPEC Part C

When conducting an instrument approach procedure which
requires a circling maneuver to the runway of intended
landing, the foreign air carrier shall not use a landing
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minima lower than specified in the Table below:
Speed Category HAA
t
Visibility in Statute Miles
in
(MAX IAS) (kt) (MDH) (ft)
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120 450 1
140 450 1½
or
165 550 2
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In conformity with JAR-OPS 1 Subpart E
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The lowest minima to be used for circling are the same as
regulated by ICAO-AWO.
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Note: MDA is related to the relevant aerodrome elevation.
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Procedure
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(i) Normal Circling

Descent to circling altitude in IMC shall be made by utilizing the
d
radio aid or aids for straight-in approaches. When reaching

circling minima and runway not in sight, the aircraft shall
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execute a go-around and continue to the missed approach

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point. (In determining MAP, use VOR, NDB, Markers, DME

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distance.)
After establishing contact for circling, the runway, or approach
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lights used for landing, shall be well within sight of the pilot
throughout the whole circuit. This should always be flown at the
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highest altitude possible below the clouds up to a normal visual

circuit height, and the final descent shall be started no earlier
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than where it fits into a normal approach angle.

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If at any place in the pattern it is allowed to descend below

minimum altitude for circling, this shall be clearly indicated in
the approach chart. No turns of more than 30° bank should be
made with a terrain clearance less than 500 ft.
(ii) Special Procedures
Special circling procedures may be published in Aerodrome
Manual for airports or runways where the terrain requires the
use of specific approach patterns.
Chapter 8
Go-around
General
A go-around occurs when an aircraft abandons its approach to a
selected runway. In order to achieve maximum safety, it is important
that the decision to abandon an approach be made as early as
possible. Once the decision is made, it must not be changed. A go-
around once commenced, must be completed and no attempt shall be
made to reestablish an abandoned approach. PM/PNF shall carefully
monitor that the go-around is performed in accordance with
established procedures. In case PM/PNF has taken over the controls
ed
from PF in order to make a go-around, no further change of control
shall be made until the go-around is completed. If a go-around is
t
initiated after touchdown, the performance requirements cannot
in
always be ascertained. A go-around shall therefore be initiated as
pr
early as possible and not after the aircraft has settled firmly on the
ground, however, training flights with such qualified flight instructor as
or
P-i-C may make touch-and-go landings during scheduled training
flights.
d
Caution
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Go-around from altitude BELOW MINIMA or beyond MAP may not
always provide terrain clearance even with all engines operating when
oa
following missed approach procedure in the approach chart. To
increase the safety margin in such a case, missed approach shall be
nl
performed in accordance with SID or EOSID whenever published and

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ATC must be informed accordingly. This problem is particularly

pronounced if the permissible landing weight for a runway is higher
d
than the permissible take-off weight for that runway. However, the P-
i-C may follow the missed approach procedure if he deems it
if
adequate for the circumstances.

d
Go-around on ILS Approach

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The approach shall be abandoned, and a go-around be commenced

tro
if:
(i) The official visibility is below the applicable Company minima at
on
the Outer Marker or equivalent position, or at 1,000 ft AGL if no

OM;
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(ii) The approach is not stabilized at approximately 1,000 ft AGL;

U
(iii) At DH/DA, the pilot is unable to make a landing by using visual

guidance;
(iv) Visual guidance is lost below DH/DA;
(v) At CAT I minima on CAT II approach, requirements for CAT II
are not fulfilled and visual guidance  not obtained;
(vi) At minimum plus 100 ft on CAT II approaches, requirements for
CAT II are not fulfilled;
Chapter 8
(vii) On CAT III approaches, if requirements not fulfilled at 1,000 ft

AGL;
(viii) At CAT II/III minimum, if the crosswind component measured
on ground when passing DH exceeds 10 kt.
Go-around on Approach without Glide Path Reference
if:
(i) The official visibility is below the applicable Company minima
before reaching FAF;
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(ii) Not stabilized at 1,000 ft AGL (CANPA);
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(iii) When reaching DP, the pilot is unable to make a landing by
in
using visual guidance (CANPA);
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(iv) Visual guidance is lost below MDA.
The approach must not be continued at MDA to a position closer to
or
the runway unless the pilot is able to descend visually at normal sink
rate.
d
de
Go-around on Instrument Approach for Circling
oa
if:
(i) The official visibility and/or ceiling is below the applicable
nl
Company minima at outer marker or  equivalent position;

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(ii) No contact when reaching an estimated position from which a

normal or special circling pattern can be followed.
d
If visual reference is lost while circling to land from an instrument

approach. The missed approach specified for that particular
if
procedure must be followed. It is expected that the pilot will make an

d
initial
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climbing turn toward the landing runway and overhead the aerodrome
where the pilot will establish the aircraft climbing on the missed
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approach track.
on
Go-around on Visual Approach

nc
if:
(i) The official visibility is below the applicable Company minima;  
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(ii) The approach is not stabilized at 1,000 ft AGL (straight-in

approach) or 500 ft AGL (non-straight- in approach);
(iii) At any time during a visual approach, the required visual
reference is lost.
Second Approach
If the first go-around has been made due to weather conditions, the
second approach shall only be commenced if the P-i-C has reason to
believe that this approach will lead to a successful landing. More than
two approaches are allowed if there is indication that conditions have
Chapter 8
considerably improved, giving greater probability of a successful

landing.
Stabilized Approach
An approach is stabilized when the aircraft is flown:
Along the desired flight path in landing configuration;
(i) With thrust setting not below minimum thrust required to
maintain the desired flight path;
(ii) At the approach speed between VREF and VREF+20 kt;
(iii) While maintaining an acceptable rate of descent, and not
ed
exceeding 1,000 ft per minute; and
(iv) All briefings and checklist have been performed.
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Notes:
in
1. ILS approach must be flown within one dot of the glide slope and
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localizer. A CAT II/III approach must be flown within the expanded
localizer band.
or
2. Unique approach procedure or abnormal conditions requiring a
deviation from the above elements of a stabilized approach require a
d
special briefing.
de
3. The related FCOM/AOM gives aircraft specific definition of
oa
acceptable flight path, configuration, speed, rate of descent and thrust
setting.
nl
All instrument approaches and straight-in visual approach shall be

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planned to be stabilized at 1,000 ft AGL, otherwise a go-around shall

be made. For non-straight-in visual approach and circling approach, a
go-around shall be made if the approach is not stabilized at 500 ft AGL
d
and 300 ft AGL respectively. It is the duty of both PF and PM to

if
monitor that every approach is stabilized, and PM has to warn PF if

not stabilized at the specified height for the particular approach.
d
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Callout procedure
Approach Approach
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PM callout PF callout Action

type condition
"1,000 feet, "Checked, Continue
on
Stabilized
stabilized" continue" approach
Straight-in at
"1,000 feet,
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1,000 feet "Checked, go-

Not stabilized non stabilized" Go-around
a) around"
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"500 feet, "Checked, Continue

Stabilized
Visual pattern stabilized" a) continue" approach
at 500 feet "500 feet, non "Checked, go-
Not stabilized Go-around
stabilized" a) around"
"300 feet, "Checked, Continue
Circling Stabilized
stabilized" continue" approach
pattern at 300
"300 feet, non "Checked, go-
feet Not stabilized Go-around
stabilized" a) around"
Chapter 8
A condition of non stabilized such as speed hi/lo, glide slope, localizer, thrust,
sink rate, aircraft configuration.
Note: PM can omit callout "1,000 feet" if there is an automatic callout.
Landing
Choice of Runway
The runway which gives the best safety margin under prevailing
conditions shall normally be used with due regard to other factors,
e.g., ATC requirements, etc.
An effort shall always be made to attain a runway with good braking
ed
conditions even if this may cause a delay in landing due to awaiting
measurement of braking conditions or sanding of runway.
t
in
Landing should normally not be made on runways with width less than
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that specified in the respective FCOM/AOM.
For runway width requirement in connection with snow, see OM‐A 15
or
—Wet and Contaminated Runways.
The landing weight must always be checked against GWC and due
d
regard must be paid to runway conditions, e.g. braking action, etc. See
de
also FCOM/AOM with regard to runways not given in GWC.
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Requirement for Night Landing
When performing night landings, the following aids must be installed
nl
and functioning:
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(i) Glide path reference, which may consist of:

 An ILS glide path; or
d
 Approach lights with at least one crossbar or a centerline

if
consisting of barrettes; or
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Note: Barrettes are three or more aeronautical ground lights

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arranged in such a way that from a distance they appear as a

short cross bar of light
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 A Visual Approach Slope Indicator system. (e.g. PAPI,

VASI, etc.)
on
(ii) Runway edge lights, threshold lights and runway end lights.
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Precipitation, Ground Fog, Blowing Snow or Blowing Sand

Precipitation, ground fog or drifting snow/sand in crosswind conditions may
U
create a false impression of the direction of aircraft movement and thus the
pilots may get an impression of no drift, though, in fact, a considerable drift
is present.
There are no definite rules as to how to handle the problem, but here are
some recommended procedures:
(i) Make yourself aware of the existing situation;
(ii) Do not use landing lights;
(iii) Look well in front of the aircraft during touchdown and landing
roll. Use runway lights for reference.
Chapter 8
Refer to also the respective FCOM/AOM.

Use of Landing Lights
When landing in reduced visibility, the use of landing lights may cause
reduced forward visibility due to the blinding effect and may also lead
to disorientation. In case of precipitation and crosswind, false
impressions of drift can occur. The use of landing lights during landing
in the above mentioned conditions is therefore not recommended.
Height Over Runway Threshold
In normal landing, the height over the runway threshold shall be about
ed
50 ft with reference to wheel clearance above the runway.
If guided by an approved ILS glide path, the wheel height over the
t
in
threshold may be lower than 50 ft as dictated by the vertical distance
between the airborne glide path antenna and the landing gear.
pr
However, when downdrafts are expected due to terrain or turbulent
air, the height margin over threshold should be increased whenever
or
excessive runway length is available.
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Runway Alignment
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Every effort shall be made to ensure that the aircraft lands within the
Touch Down Zone (TDZ) and along the runway centerline as this
oa
gives the best margin for correction in case of unforeseen alignment
difficulties after touchdown.
nl
Reversing
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A full-stop landing must be completed if engine reversing has been

initiated. For reversing procedures, refer to the respective
d
FCOM/AOM.
if
After Parking Procedure

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Parking brakes shall be set according to the respective FCOM/AOM

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and must not be released until wheels are chocked and all engines
stop.
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It should be a standard routine to establish contact between flight crew

and ground crew immediately after the aircraft has been parked. This
on
should preferably be done via the interphone system as soon as

aircraft comes to a complete stop.
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The P-i-C shall then advise the station engineer on any existing
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trouble requiring special attention during the ground stop.

Aircraft Log Entries
When writing a remark in the Aircraft Log, the pilot shall detail the
actual defect and the crew action taken to try to isolate and rectify the
fault. The following information should be noted when appropriate:
All relevant instrument readings;
Phase of flight;
Flight configuration;
Use of automatic system;
Chapter 8
All other relevant information.

If there is additional information or if the remark is of operational
nature, a relevant report should be filed.
Instructions on the use of normal checklist

In order to ensure a safe, correct and fast handling and operation under
different conditions, the following special checklists are available in the flight
deck:
Normal checklist/Mini Normal checklist;
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Emergency/Malfunction checklist/QRH (may also be occasionally known as
Non-normal Procedure).
t
in
The checklists are standard equipment in the flight deck and shall, when
pr
not in use, be stored in accordance with the Standard Loose Equipment
Lists. Normal checklist shall be used on all flights, and
Emergency/Malfunction checklist/QRH when situation so requires.
or
As a general rule the Emergency checklist has priority over the
d
Malfunctioning/Abnormal checklist which again has priority over the Normal
de
checklist. If a situation arises during checklist reading, calling for a checklist
with higher priority, then the lower priority checklist shall be interrupted, and
oa
the higher priority check list shall be read before reverting to the one of
lower priority. Similarly, the highest priority checklist determines the position
nl
of a switch, selector, lever or control, and this position cannot be changed

by a subsequent, lower priority checklist.
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If a situation is not covered in the checklists or the FCOM/AOM, the course

of action is left with the P-i-C.
d
Normally in flight reading of checklists should not take place below 1,000 ft
if
AGL, memory items excluded.

d
If reading of checklist has to be interrupted for any reason, the checklist

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shall be put in a conspicuous place as a reminder that it has not been

completed.
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The checklist items shall be read in chronological order. Some items may
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be read and not performed (e.g. altimeter setting). This requires that the
checklist is placed in a conspicuous place. When
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completing the checklist, it must be reread with the required action and
response, then “checklist completed”.
U
Some aircraft types are equipped with the electronic checklist system.
Note: Specific terminology/callout is permitted as specified in the respective
FCOM/AOM.
Chapter 8
Use of Normal Checklist

PF shall, with the exception below, order Normal checklist reading for
each specific phase of operation as specified in Normal and/or
Expanded checklist, Normal Procedure or SOP. To save time on
ground, however, any other qualified crew member may initiate and
perform the section “Flight deck/Cockpit preparation” and certain
items on the “Prestart/Before Start” checklist as specified in Normal
and/or Expanded checklist, Normal Procedure or SOP.
All checklist items requiring an action/answer from another crew
member shall be called in a distinct, loud, and fluent manner.
ed
All items from “Crew at Their Stations/Before Start” until “Parking”
shall be read out loudly, irrespective of who is to perform the required
t
in
action.
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When a check item is called, the crew member concerned shall look
at the switch, control lever, gage, etc., set it or read it as appropriate,
or
and then read the check reply.
The action relating to an item may, for practical reasons, be performed
d
in advance and when later that check item is called, the appropriate
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setting or action shall be ascertained.
Note: This must, under no circumstances, be interpreted that the items
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may be read in advance.
nl
It is necessary that the crew take time to check each item properly.
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No matter how great the hurry is, the reading crew member must
always wait when calling a check item until the correct reply to the
preceding item is received.
d
If an incorrect reply to a check items is given, the item, including the

if
correct reply, shall be repeated and read aloud by the reading crew
d
member, and the item shall be rechecked.

lle
The crew member reading the checklist is responsible for its correct
use and shall insist upon the
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correct replies to all items of the appropriate part of the checklist.

on
When checklist is completed, PNF shall announce the checklist

completion as defined in respective FCOM/AOM.
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After each “Checklist completed”, the checklist shall be returned to the

appropriate checklist holder.
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Use of Emergency/Malfunction or Emergency/Abnormal checklist

A “memory” item shall be performed without reference to checklist,
normally not below 500 ft AGL.
In order to ensure prompt and correct action in case of an emergency,
the crew member reading the Emergency/Malfunction or
Emergency/Abnormal checklist or calling out the “Memory” items shall
call out both the checked items and the actions listed in the checklist.
Chapter 8
The reading crew member shall further ensure that all items are
covered, either by personally checking each item or by receiving a
read-back from the appropriate crew member.
The read-back shall consist of the action taken, and when the number
or the position of an engine, throttle or system, etc., is involved, the
significant parts of the checked items shall also be included in this
read-back, in accordance with the terminology in the related
Emergency/Malfunction or Emergency/Abnormal checklist.
Note: Depending on aircraft types, different nomenclature e.g.
thrust levers, fire switches may be used.
ed
The “Memory” items shall be rechecked against the
Emergency/Malfunction or Emergency/Abnormal checklist before
t
in
proceeding with the subsequent checklist items.
pr
When the procedure is completed, PNF shall announce the procedure
completion as defined in respective FCOM/AOM.
or
During take-off and climb out, to achieve an efficient and coordinated
effort, the Emergency checklist actions shall normally be carried out
d
as follows:
de
(i) PF shall concentrate on flying the aircraft and order the
applicable Emergency checklist;
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(ii) PNF shall call out the “memory” items on the ordered checklist
while continuing to monitor the flight;
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(iii) PNF shall carry out the items of the ordered Emergency
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checklist.
In order to maintain a good knowledge of the items on the
Emergency/Malfunction or Emergency/Abnormal checklist, it is
d
recommended that the P-i-C review these procedures with his flight
if
crew, in particular, the items in connection with the “Emergency

Evacuation” procedure.
d
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Standard Calls
Standard phraseology is essential to ensure effective crew
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communication. Standard calls are

on
intended and designed to enhance the flight crew situational

awareness, promote teamwork, and in turn create a proper practice of
nc
discipline.
Insufficient horizontal or vertical situational awareness or inadequate
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understanding of prevailing conditions is a casual factor in more than

50% of approach-and-landing accidents. Use of standard calls and
acknowledgements reduces the risk of tactical decision making errors.
Use of Standard Calls
In all normal and emergency procedures, English shall be used. The
terminology of the Normal and Emergency/Malfunction checklists
defined in respective FCOM/AOM shall be adhered to. Thumb signs
or any other signs must not be used for handling of gear, flaps and
power settings, etc.
Chapter 8
If a callout required in the OM-A or FCOM/AOM is automatically

generated by an aircraft system, the oral callout shall be omitted.
Standard calls should be defined in respective FCOM/AOM to be
alerting, in order to be:
(i) Clearly identified by the PF or PNF; and
(ii) Distinguished from other intra-cockpit or ATC communications.
Standard calls should be practical, concise, unambiguous and
consistent with the Command and response calls should be
performed in accordance with the defined PF/PNF task sharing.
ed
Nevertheless, if a call is omitted by one flight crew member, the
other flight crew member should perform the call, per good crew
t
in
resource management (CRM) practice. Standard calls may be
generated automatically by aircraft systems. However,
pr
corresponding flight crew member acknowledgement after such
automatic callout will still be required. In the absence of such auto
or
callouts, corresponding flight crew member should make verbally the
appropriate standard call.
d
The absence of a standard call at the appropriate time or the
absence of acknowledgement may:
de
oa
(iii) Result in a loss of situational awareness;
(iv) Be an indication of a system or indication malfunction;
nl
(v) Indicate a possible incapacitation of flight crew member.

ow
However, there would be some circumstances that have not been

defined in the respective FCOM/AOM. The necessity to identify and
inform the other flight crew member will still be required in order to
d
maintain high level of situational awareness. Such identification,

if
information shall be cautiously done in a clearly, easily

understandable, misinterpretation avoidance, manner.
d
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Specific Standard Calls

Specific standard calls shall be defined in the respective
tro
FCOM/AOM for the following events:

on
(i) Approaching the cleared altitude or flight level;

(ii) Stall warning activation;
nc
(iii) GPWS pull-up mode activation;

(iv) TCAS, TA or RA events;
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(v) PF/PNF transfer of controls;

(vi) Excessive deviation of a flight parameter (excessive from a
nominal flight parameter);
(vii) Specific points along the instrument approach procedure;
(viii) Approaching and reaching minimums;
(ix) Acquisition of visual references;
(x) Landing or go-around decision;
(xi) Specific event markers during the landing roll;
(xii) Emergency evacuation decision;
(xiii) Checklist nomenclature.
Chapter 8
VFR/IFR Policy
Air Traffic Services must be used for all flights whenever available.
A flight must not be commenced unless an ATS flight plan has been
submitted, or adequate information has been deposited in order to permit
alerting services to be activated if required.
All flights shall be filed and performed according to an IFR flight plan that
must not be changed to VFR. However, visual approaches may be
executed in accordance with OM‑A 8.3.5.f) - Descent.
Instrument departure and approach procedures established by the State in
ed
which the aerodrome is located have to be used.
However, a P-i-C may accept an ATC clearance that deviates from above,
t
in
provided obstacle clearance criteria are observed and full account is taken
of the operating conditions. The final approach must be flown visually or in
pr
accordance with the established instrument approach procedure.
or
Note: Abnormal or emergency situations may never be simulated during
line flying with passengers on board.
d
de
Instructions on the clarification and acceptance of ATC clearance
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Clearance Limits
An ATC clearance issued before take-off normally includes the destination
nl
airport as the clearance limit. A flight may be cleared to a point short of the
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destination if ATC has no assurance that coordination with a subsequent

area control center will be accomplished before that flight enters its FIR. A
flight must not continue beyond its clearance limit without further clearance.
d
It is the controller’s responsibility to furnish further clearance before a flight

if
reaches the clearance limit. This clearance may change the clearance limit
to a point beyond or it may include holding instruction at the clearance limit.
d
In the latter case the controller should provide the pilot with an expected
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further clearance time.

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Departure Procedure
The departure procedure includes the routing and any altitude restrictions
on
during after take-off to the en-route phase. At some airports, Standard

Instrument Departures (SID) have been established which identify each
nc
departure procedure with a name and a number. At airports where they are
used, these SIDs are charted and used routinely to simplify and shorten
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clearance delivery. A pilot is to accept a SID as part of the ATC clearance

only if the SID number in the clearance corresponds with his charted
information.
Route of Flight
If the route of flight is different from that filed, or if the flight is an oceanic
flight, or if a clearance is issued en-route, the clearance must include a
description of the route using airway designations, radio fixes, or latitude
and longitude. When ATC includes the Mach number as part of the
clearance, that Mach number must be maintained as closely as possible
Chapter 8
(e.g. in MNPS airspace), any change in Mach number must be approved

by ATC. Additionally, ETA amendments and/or TAS changes must be
reported to ATC.
Altitude
A cleared altitude means an assigned altitude or flight level including any
restrictions. A new clearance
is required to leave that altitude or flight level. At airport without an approved
instrument approach
procedure, the destination clearance authorizes the pilot to proceed to the
ed
destination airport,
descend, and land. The clearance does not permit the pilot to descent
t
in
below the MEA or MOCA unless the descent and landing are made in
accordance with Visual reference Flight Rules.
pr
In some part of the world, altitude clearances are based on separation from
known air traffic and may not provide separation from terrain and
or
obstructions. The P-i-C is responsible for ensuring that any clearance
issued by ATC provides terrain and obstruction separation. Upon receiving
d
a clearance containing altitude information, the P-i-C must verify that the
de
clearance does not violate any altitude restriction for the route to be flown.
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Holding Instructions
If a flight is cleared to hold, ATC holding instructions must be complied with.
nl
These instructions may be issued by the controller or they may be required

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on the charts.
Arrival Route
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Clearance for an arrival route is not issued until a flight is approaching the
if
terminal area. This is a detailed clearance that fully describes the routing to
a point from which the flight will be maneuvered for the approach to the
d
airport. At some airports, Standard Terminal Arrival Routes (STAR) have

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been established. They identify each airport arrival route with a name and
a number. STARs are charted and used routinely to simplify and shorten
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clearance delivery. A pilot is to accept a STAR as part of the ATC clearance

only if the STAR number in the clearance corresponds with his c
on
Communications
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The frequency of departure control or the next en-route facility may be

included with the clearance.
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ATC instructions, ATC clearances and altimeter settings shall be read back.
Reception and read back shall be monitored by another pilot who shall also
repeat the significant parts of the clearance. In case of disagreement
between the pilots or doubts concerning the message, a repeat shall be
requested. When changing stations, it is recommended to give the new
station a short review of valid clearance
if considered relevant. An ATC clearance may contain a “clearance limit”
specified by the name of an appropriate reporting point, airport or airspace
boundary.
Chapter 8
Approach Clearance
An approach clearance is authorization to conduct an approach and missed
approach. If the type of approach is not specified, the pilot may execute any
type of instrument approach approved for the runway to be used. In this
case, the pilot must announce his intended choice of approach procedure.
An approach clearance does not include clearance to land.
Complying with a Clearance
When ATC issues a clearance, a pilot is expected to comply promptly after
acceptance. ATC may use the term “immediate” to communicate urgency
and the requirement for expeditious compliance.
ed
Clearance Recording
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in
A pilot should make a visible record of each ATC clearance, and all route
changes should be recorded on the flight plan log.
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Cancelling an IFR Flight Plan
or
The flight plan is normally cancelled by the “tower”. After a landing on a
non-controlled airport the P-i-C must ensure that the flight plan is cancelled.
d
hatred information.
Controlled Airspace de
oa
The ATS will provide air traffic control clearance within controlled airspace,
establishing adequate traffic separation according to standard procedures.
nl
The P-i-C has the primary responsibility for terrain clearance. However,
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during radar vectoring en route or in connection with approach and

departure procedures, the controller has all necessary information
d
available to secure minimum safe altitude, however, the ultimate

responsibility for terrain clearance rests with the P-i-C.
if
Uncontrolled Airspace-FIR
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(i) Flight Information Service (FIS)

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Within an FIR, the ATS provides Flight Information Service (FIS)

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and establishes regulations regarding reporting procedures as

well as altitude regulations.
on
ATS should keep flights informed of all the relevant known IFR
traffic. However, air traffic control clearances cannot be given,
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although some regions employ the same terminology as that

used within controlled airspace.
U
Flights within FIR's shall adhere to the regulations published for

such regions and maintain flight levels as specified for the
direction flown. The P-i-C himself is responsible for maintaining
adequate separation from other traffic as well as for ensuring
adequate terrain clearance.
(ii) AFIS Aerodromes
At some non-controlled aerodromes “Aerodrome Flight
Information Service (AFIS)” is provided. The service is provided
Chapter 8
by an AFIS unit, the purpose of which is to supply significant

information and in some case suggestions to aircraft on known
air traffic, meteorological conditions and aerodrome conditions.
AFIS units are identified by the name of the aerodrome
concerned, followed by the word “AFIS”.
At AFIS aerodromes the responsibility for collision avoidance
rests with the P-i-C.
AFIS is provided to arriving and departing aircraft on the
maneuvering area, or in the vicinity of the aerodrome, and
comprises:
ed
 Relay of air traffic control clearances;

t
Suggested runway for take-off and landing;
in
 Information about other known traffic;
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 Meteorological information;
 Serviceability of the aerodrome and associated aids;
or
 Other relevant information.
Pilots in communication with an AFIS unit shall report to the unit
d
all information which may affect other traffic, i.e. position reports,
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intended take-off or landing runway, traffic pattern direction, etc.
Intentions to taxi shall also be updated to the AFIS unit.
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AFIS aerodromes are indicated on the approach chart.
nl
Pilots of aircraft arriving at or departing from AFIS aerodromes

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must be able to plan control over own

flight in relation to other known traffic. This means that the P-i-C
d
of the aircraft will keep the AFIS unit informed about his
intentions and, if necessary, establish contact with other traffic
if
of a practical traffic sequence. In this respect, attention is drawn

d
to the ICAO separation minima in RM.

lle
In practice, this means a vertical separation of 1000 ft over main

approach aid between arriving aircraft. The second aircraft shall
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not initiate final approach procedure until the preceding aircraft

has runway in sight and expecting a normal landing. If backtrack
on
is expected, allowance should be made for this.

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Departure, when other traffic is approaching, should be based

on a combination of time, at least 3 min, and climb-out direction
U
45° off the approach direction.

Departing
 Inform the AFIS unit when ready to start, in order to obtain
take-off data.
 Inform the AFIS unit when ready to taxi, in order to obtain
information about traffic.
 Inform the AFIS unit when ready to copy relayed IFR
clearance.
Chapter 8
 Inform the AFIS unit when lining up, in order to obtain latest
information about known traffic, usually given in the form of
“Runway free or Clear”.
 Inform the AFIS unit when taking off.
Arriving
 Inform the AFIS unit about position and estimated time over
main approach aid, in order to obtain aerodrome
information and other known traffic.
 Inform the AFIS unit of intended approach procedure and
corresponding level/altitudes and times over.
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(iii) Advisory Areas or Routes
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Flights within advisory areas or routes will, in addition to the
in
Flight Information Service, also receive advice or suggestions
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from the relevant ATS. Such advice or suggestions shall be used
to the greatest extent by the P-i-C to assist him in maintaining
or
adequate separation from other traffic.
Terrain clearance within advisory areas is also the responsibility
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of the P-i-C.
Separation of IFR Traffic in VMC
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Clearance within controlled airspace subject to maintaining its own
separation and remaining in VMC shall only be requested and
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accepted during daylight and under the following conditions:

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(i) Weather conditions for the entire intended flight path is

considerably better than VFR minima;
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(ii) Without clearance to maintain its own separation, significant fuel

penalty or delay would result;
if
(iii) The clearance is temporary only, i.e., for a short phase of climb,
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descent or approach;
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(iv) Adequate information (type, altitude, speed, track) about

reference aircraft is provided;
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(v) The flight is able to establish its exact position and to maintain
proper terrain clearance.
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ATC Clearances
ATC instructions, ATC clearances and altimeter settings shall be
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read back. Reception and read back shall be monitored by another

pilot who shall also repeat the significant parts of the clearance. In
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case of disagreement between the pilots or doubts concerning the

message, a repeat shall be requested.
When changing stations, it is recommended to give the new station
a short review of valid clearance if considered relevant.
All mandatory clearances such as; heading, altitude/flight level,
frequency, route/way point changes, instruction for holding short of
runway shall be monitored and confirmed by both pilots especially in
area of high terrain.
An ATC clearance may contain a “clearance limit” specified by the
Chapter 8
name of an appropriate reporting point, airport or airspace boundary.

 English shall be the language used with ATC.
 All ATC clearances must be understood and read back
accurately; whenever in doubt, crew shall seek clarification
to facilitate a confirmation between both crewmembers.
This is especially important in areas of high terrain.
Departure and Approach Briefings

Take-off
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Briefing
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Before every take-off, a briefing shall be given by PF. The briefing
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shall be short, precise and in accordance with actual situation,
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containing at least the following items:
(i) NOTAM’s, technical snags that affect aircraft operations;
or
(ii) Applicable departure procedure including clearance limits;
(iii) Procedure to be followed in case of engine failure.
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P-i-C shall review individual flight crew's duties in case of emergency
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evacuation or any emergency procedures deemed necessary
especially for every first flight of the day.
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Preparation for Descent and Approach Briefing
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Briefing is a means of making agreement among the flight crew as to

when, where, and how the approach and landing or a missed
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approach would be carried out. Briefing shall be done in a timely

manner when every crewmember can pay full attention to. PF shall,
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in his briefing, clearly state his intentions and ensure that PM/PNF is
fully aware of the type of approach to be performed and the
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procedures to be followed in case of a go-around, utilization of Auto

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Flight Control System, setting of navigation aids, and checks required

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during approach. With regard to the actual conditions, the briefing for
an instrument approach shall be made well before commencing
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descent covering approach procedures and stressing essential items

below.
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(i) Minimum Safe Altitude (MSA)

(ii) Terrain, man-made obstacles
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Terrain features (location and elevation of hazardous terrain or

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man-made obstacles)
(iii) Weather
Decide on minimum weather conditions applicable for the type
of approach to be made at destination aerodrome and alternate
aerodrome (if applicable.
(iv) Minimum Fuel for Diversion
PF shall ensure that if a diversion to be made, available fuel is
not below minimum for fuel diversion.
Chapter 8
(v) Navigation aids

All available navigation aids including markers shall be used.
(vi) Clearance limits
Advise PM/PNF to warn whenever the applicable clearance limit
has been reached.
(vii) Type and method of approach
Brief on intended type and method of approach, e.g. ILS
Automatic Approach (Automatic/Manual Landing), VOR/NDB
Semi-Automatic Approach, etc.  
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(viii) Altitudes
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Decide on the applicable minimum altitude for each segment
upon over navigation aids stated on the approach chart. During
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an ILS approach, the altitude checks over OM and other
equivalent positions are mandatory. Remember temperature
or
correction in extremely cold conditions.
(ix) Decision altitude/height or minimum descent altitude
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If there is no automatic callout, advise PM/PNF of approaching
and reaching minimum altitude he is to call out, one hundred feet
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above DA/DH/MDA and at DA/DH/MDA. These altitudes/heights
shall be called out when reached, by PM/PNF or automatic
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callout, if PF is still flying the aircraft by using instruments. During

briefing, the actual values, e.g. “430 ft” and “330 ft” shall be
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mentioned, whereas during approach the callout shall be done

in accordance with the respective FCOM/AOM. For non-
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precision approaches autopilot has to be disengaged at or

before reaching the minimum height permitted for autopilot
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operation in accordance with the respective FCOM/AOM.

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(x) Constant Angle Non-Precision Approach (CANPA)

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Determine time to Decision Point on approaches without glide

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path reference and calculate the appropriate rate of descent.

Briefing on minimum crossing altitudes and minima is
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recommended.
(xi) Dimming
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Decide on how dimming of approach and runway lights shall be

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requested, if required. Runway lights should not be requested to

dim when landing in minimum visibility condition.
(xii) Lookout
PF shall ensure that PM/PNF is aware of who is to stay on
instruments and who is to look out for visual guidance after 100
ft prior to reaching minima.
(xiii) CAT II approach
Brief on all relevant callouts before commencing a CAT II
Chapter 8
(xiv) Missed approach

Ensure a complete understanding of the valid missed approach
procedures including setting of navigation aids. If a circling
approach is planned, determine a missed approach procedure
to be used at specific points along the circling pattern.
(xv) Technical status
Review aircraft technical status for equipment that may affect
(xvi) NOTAM
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Reviews NOTAM that may affect approach and landing.
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(xvii) Landing Performance
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Landing Performance shall be assessed prior to arriving at the
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destination or alternate airport in order to determine that
sufficient landing distance exists for a landing to be
or
accomplished with an adequate margin. The assessment shall
be considered on the intended runway, in prevailing condition at
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the estimated time of arrival, and with intended landing
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configuration. The landing performance calculation should be
recorded in takeoff and landing performance sheet.
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Departure and Approach contingency procedure
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Malfunction/Abnormal Aircraft Behavior During Take-off

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In order to reach a quick and correct decision should an abnormality

occur, it is recommended that the P-i-C, prior to starting a take-off,
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already make a mental review of the factors affecting that particular

take-off, e.g.
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(i) Gross weight;

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(ii) Available runway length (overrun) and runway conditions;

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(iii) Obstacles (beyond the threshold and in the climb area);

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(iv) Climb conditions (icing, wind conditions);

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(v) Procedure for engine failure after take-off for the respective
aerodrome;
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(vi) Action in case of tire failure;

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(vii) Aircraft serviceability and technical remarks.

(viii) If the abnormality seriously affects the take-off thrust, e.g.,
engine failure, the following basic rules are applied:
(ix) If occurring at or after V1, normally go;
(x) If occurring before V1, normally stop.
Generally, an aircraft can be expected to lift off at the end of the
required runway length in case of a continued take-off after engine
failure at speeds:
Chapter 8
Dry runway V1 – 10 kts;

Wet runway reduced V1 – 5 kts.
slippery runway when reduced V1 is used
Caution: The basic V1 concept is based on dry runway conditions and

since there is no full explanation for contamination, it will not normally be
possible to stop the aircraft on a runway-length-limited take-off from
speeds close to V1 when the runway is covered with water, slush, snow
or ice even if reversing and prescribed corrections have been applied.
Take-off Climb with One Engine Inoperative
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(i) General
Obstacle clearance is a primary safety consideration in the
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development of Engine Failure Procedures during take‐off. All of
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criteria, such as obstacle clearance requirements, speed
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requirements, minimum height for turn, curved flight path, 2nd
Segment Climb requirement, bank angle, radius of turn, are
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referred to OM‐A 15.1.
Normally the published SID is based on all engine operative
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performance.
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When an engine failure occurs during take-off, ATC shall be
informed
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if the cleared published SID will not be followed and pilot should
advise an ATC for his new course of action or intention to follow
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an EOSID/company SEFP.

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Engine Out Standard Instrument Departure (EOSID) The

EOSID is published whenever operationally required or
officially published in the AIP and displays engine out
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procedures to be followed after take-off.

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 Special Engine Failure Procedure (SEFP) The SEFP

means Engine Failure Departure Procedure in GWC or
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Engine Failure Takeoff Path in Performance Handbook

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which calculated from Jeppesen/Aero Data by using data

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from FCOM/AOM, AFM, FPPM, airport charts and AIP

(ii) Engine Failure Procedures (EFP)
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Since the terrain/obstacle clearance normally provided on

published SIDs is based on all engines operations, in case
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engine failure occurs at or after V1, the following shall be

considered:
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 If Engine Out Standard Instrument Departure (EOSID) is

available for that runway, it must be followed.
 If EOSID is not available for that runway, company SEFP
should be followed.
 If EOSID and SEFP is not available for that runway.
 Pilot should maintain RWY track (straight flight path);
 Retract flaps at FLAP RETRACTION Height (Boeing
aircraft), which is shown on GWC until clean
Chapter 8
configuration, and climb to 1,500 ft AGL whichever

comes later;
 Request ATC clearance to climb to safe altitude by
considering MOCA, MORA or MSA;
 Turn back to land at departure airport or proceed to
suitable airport.
Note:
 EOSID/SEFP are recommended course of action, but
in all situations, the P-i-C must assess the situation
and use good judgment to determine the safest
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course of action.
 For other circumstance, SID may be followed at pilot
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discretion, if terrain/obstacle, weight, wind, climb
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gradient requirement or other environments are
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assured safety to be used.
(iii) Criteria of Engine Out Standard Instrument Departure (EOSID)
or
 Speed
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Engine failure procedures are based on an engine failure
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at VEF speed. After VEF, the aircraft must be accelerated
to V2 and reach V2 before it is 35 ft above runway end
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elevation and continues at a speed of not less than V2 until
it is 400 ft above runway end elevation.
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In second segment, if an engine fails at a higher speed,

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maintain the IAS obtained at the time of engine failure but

do not exceed:
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B737 V2 + 20
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DHC-8-400 V2 + 20
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Maximum Continuous Thrust (MCT) must be set after 5 min

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(Boeing) take‐off thrust application. It may be used earlier

when flaps retraction is completed.
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 Obstacle Clearance
The net take‐off flight path must clear all obstacles by a
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vertical distance of at least 35 ft (15 ft for wet/contaminated

RWY) within the horizontal sector of at least 90 m plus
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0.125 X D, where D is the horizontal distance the aircraft

has traveled from the end of RWY or CWY, if declared.
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 Take-off/Climb
After airborne, maintain RWY track (straight flight path) and
climb to the minimum flaps retraction height (Boeing) as
published in GWC for further acceleration to join specified
holding fix and land at departure aerodrome; or further
climb to obtain MSA/MTCA and proceed to adequate
aerodrome used as take‐off alternate for landing.
 Curved Flight Path
Chapter 8
When it is necessary to develop turning procedures to

avoid an obstacle which would have become limiting, the
following rules shall be applied:
No track change shall be made until the aircraft has
reached:
 150 ft above runway end elevation (for 2-engined
aircraft);
 Bank angle:
 Up to a height of 400 ft, not more than 15°;
 Above 400 ft height, not more than 25°.
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 Obstacles Consideration
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The obstacles which located in the following areas will not
be taken into consideration:
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 Locate at a lateral distance greater than 600 m of
straight flight path (track change less than 15°); and
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 Locate at a lateral distance greater than 900 m of
Curved flight path. de
 Climb Gradient
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For the procedures calculation, the minimum of steady net
nl
climb gradient of 1.6% is for two engines aircraft and 2 %

for four engines aircraft used.
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 Gradient Loss
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The performance calculation must care for the loss of

gradient during turn.
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 Radius of Turn
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The effect of increased operating speeds associated with

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bank is to increase turning radius. The radius of turn is

calculated from the formula, given in OM‐A 15 – Obstacle
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Clearance.
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Noise Abatement Procedure

NOK shall establish appropriate operating departure and
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arrival/approach procedures for each aircraft type in accordance with

the following:
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(i) NOK shall ensure that safety has priority over noise abatement;
and
These procedures shall be designed to be simple and safe to
operate with no significant increase in crew workload during
critical phases of flight; and
(ii) For each aircraft type, two departure procedures shall be
defined, in accordance with ICAO Doc. 8168 (Procedures for
Air Navigation Services, “PANS-OPS”), Volume I:
Chapter 8
 Noise abatement departure procedure one (NADP 1),

designed to meet the close-in noise abatement objective;
and
 Noise abatement departure procedure two (NADP 2),
designed to meet the distant noise abatement objective;
and
 In addition, each NADP climb profile can only have one
sequence of actions.
Pilot prompted by safety concerns can refuse a runway offered for
noise preferential reasons. Noise Abatement Procedures will not be
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conducted in conditions of significant turbulence or wind shear. P-i-C
must not perform or no longer apply Noise Abatement Procedure, if
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conditions preclude the safe execution of the procedure and the
in
minimum required obstacle clearance.
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For NOK, whenever noise abatement procedures are established,
follow the below guidelines from RM and ICAO/Annex 16–
or
Environmental Protection and DOC 8168–Flight Procedures:
(i) Clearances and/or procedures designed for heading changes
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below 500 ft above the terrain shall not be considered
acceptable.
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(ii) The bank angle for turns after take-off is limited to 15° except
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when adequate provision is made for an acceleration phase
permitting attainment of safe speeds for bank angles greater
nl
than 15°.
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(iii) Reduction of power for noise abatement purposes shall not be

initiated earlier than specified in the respective FCOM/AOM.
(iv) No turns should be required coincident with a reduction of
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thrust associated with a noise abatement procedure.

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(v) No climb shall be executed at the airspeeds less than the

maneuvering speed for the existing flap configuration.
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During the approach phase, no noise abatement procedures shall be

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accepted if they are in conflict with the stabilized approach procedures

for the aircraft type in question.
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Chapter 8
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In-flight Fuel Management

(i) The pilot-in-command shall advise ATC of a minimum fuel state
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by declaring MINIMUM FUEL when, having committed to land

at a specific aerodrome, the pilot calculates that any change to
the existing clearance to that aerodrome may result in landing
with less than planned final reserve fuel.
NOTE: The declaration of MINIMUM FUEL informs ATC that all
planned aerodrome options have been reduced to a
specific aerodrome of intended landing and any change to
the existing clear-ance may result in landing with less than
planned final reserve fuel. This is not an emergency
Chapter 8
sit-uation but an indication that an emergency situation is

possible should any additional delay occur.
(ii) The pilot-in-command shall declare a situation of fuel
emergency by broadcasting MAYDAY MAYDAY MAYDAY
FUEL, when the calculated usable fuel predicted to be
available upon landing at the nearest aerodrome where a safe
landing can be made is less than the planned final reserve fuel.
NOTE: This is an emergency and the aircraft shall be given priority
over other traffic in the landing sequence. The aircraft will
be committed to a landing, as in the event of any delay or a
ed
go-around, there may be insufficient fuel remaining for a
safe landing
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in
NOTE 2: The words “MAYDAY FUEL” describe the nature of the
distress conditions as required in Annex 10, Volume II,
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5.3.2.1, b)3.
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Airport With Special Procedures
Specified airports require special arrival / departure and engine-out
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procedures. These procedures are formulated by the OE and issued
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by him under mandatory circulars for compliance by crew.
Policy on the use of Autopilot & Autothrottle & FD.
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The autopilot shall be used as an effective means to increase flying
nl
efficiency during all phases of flight where possible.

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Keep to the instructions and limitations for the use of autopilot in the
respective FCOM/AOM.
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During the flight with autopilot engaged, PF shall monitor its function and
shall immediately disengage if observing any discrepancies or expected
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operation.
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In order to maintain positive control of aircraft at all times as well as to

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prevent passengers and crew from possible injury caused by adverse

abnormal aircraft behavior during transition from auto to manual flight
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control operations, it is recommended that PF always keeps at least one

hand on the control column during engaging or disengaging the autopilots.
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Autothrottle / Auto thrust

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Autothrottle shall be used according to the recommended procedures in the

respective FCOM/AOM. It is an effective means to reduce pilot workload
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and facilitate precise speed control.

Keep to the limitations of the autothrottle system. PF shall monitor its
function and shall immediately disengage if observing any discrepancies or
uncomfortable operation.
During approach and landing, the throttles shall always be guarded below
1500 ft to permit the pilot to promptly counteract the ineffective or erratic
throttle control. This is especially important in wind shear and turbulence
conditions to prevent the programing of excessive thrust reductions.
Chapter 8
Instructions on the maintain of altitude awareness and the use of

automated or flight crew altitude call-outs
Keeping of separation
The increasing traffic density calls for the highest precision in adhering
to cleared altitude/flight levels, and the maintaining of accurate
navigation. The assigned flight level/altitude should normally be kept
within an indicated tolerance of ±50 ft.
Altimeter errors can reduce vertical separation. Exercise extreme
caution when flying from one area into another where different
altimeter settings are used for vertical separation or where different
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units are used, i.e., meters/feet.
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Keeping of terrain clearance
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Except during climb and DESCENT, a flight must not be conducted at
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an altitude/flight level below the applicable safe altitude corrected for
pressure, wind and temperature.
or
Whenever a flight comes outside the corridor on which the minimum
altitude is based, the P-I-C must check that the flight is performed
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above the grid MORA.
Climb
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The rate of climb shall be at least 500 ft/min within 1000 ft reported
vacated altitude and practically 1000 ft/min in which case both pilots
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must ensure that aircraft correctly prescribes otherwise. In an

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automatic altitude control mode, rate of climb may be greater than

1000 ft/min in which case both pilots must ensure that aircraft correctly
levels off at the required altitude.
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During climb, a warning shall be given by PNF calling out "Pre-level"

if
at 1000 ft before reaching a cleared altitude/flight level. If for some

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reason that call out cannot be mode by PNF, the call out shall be made
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by PF.
Instructions on the use of Autopilot and Auto-throttles in IMC
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Automation Philosophy
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Automation is a tool, provided to enhance safety, reduce pilot

workload and improve operational capabilities.
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Pilots shall be proficient in operating their aircraft in all levels of

automation, as well as transitioning between different levels of
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automation. The pilot shall use what he believes is the most

appropriate level of automation for the task at hand with regard to
safety, passenger comfort, regularity and economy.
NOK policy on the use of automation for control and guidance of
aircraft flight path and speed is described in the subchapters below.
The policy shall guide the development of procedures, training and
equipment procurement.
Chapter 8
Definitions
Levels of Automation The levels of automation are determined by
how much authority is given to automatic flight control system (AFS)
for controlling the aircraft’s flight path or speed. It ranges from
minimum possible AFS authority in Basic manual level to maximum
possible AFS authority in Managed automatic level.
Basic manual level The aircraft is hand-flown, usually without Flight
Director guidance, e.g. manual approach without FD.
Guided manual level The aircraft is hand-flown, following Flight
Director, e.g. manual approach with FD.
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Directed automatic level The aircraft is flown with the autopilot
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engaged in modes associated with Mode Control Panel or Flight
in
Guidance Panel inputs (e.g. vertical speed, heading select,
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VOR/LOC) or semi-automatic approach.
Managed automatic level The aircraft is flown with the autopilot
or
engaged in modes coupled to the FMS/RNAV (e.g. VNAV, nav track)
or ILS automatic approach.
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Use of Automation
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The level of automation used at any time shall be the most appropriate
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for the task at hand with regard to safety, passengers’ comfort,
regularity and economy within the limits of the respective FCOM/AOM.
nl
Both pilots shall be aware of intended level of automation. To the

extent suitable and as prescribed in FCOM/AOM, basic data for the
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navigation systems shall be used for monitoring of AFS performance.

In aircraft with functioning dual Flight Director systems, data from both
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FD computers shall be displayed.

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Guidance for the Use of Automation

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Basic manual level is used where immediate, decisive and correct

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control of the aircraft flight path is required. This includes

avoidance/escape/recovery maneuvers. These are essentially
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abnormal maneuvers and with the exception of intentional basic

manual flying this should be considered a transitory level of
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automation.
Guided manual level is the normal level when hand-flying the aircraft.
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The guided manual level is appropriate in low density traffic areas.

Autothrottle is normally used.
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Directed automatic level is used where short term objectives are being
met. The directed automatic level is normally used in terminal areas
and is also a normal transitory level when flying below 10,000 ft and
pilot workload does not permit reprogramming FMS. Autothrottle is
normally used.
Managed automatic level is the recommended level of automation to
achieve long-term objectives. The managed level is normally used in
climb, cruise and descent, using FMS programming accomplished at
preflight. This level may also be used for departure or approach,
Chapter 8
provided this procedure is described in the respective FCOM/AOM

and workload permits FMS/RNAV programming. Autothrottle is
normally used.
If any uncertainty exists regarding AFS behavior, PF should revert to
a lower level of automation.
(a) Crew Coordination
The lowest level of automation used at any time determines allocation
of crew duties with regard to AFS.
During engagement/disengagement of autopilot or switching of
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autopilot, PF shall always have one hand on the control column.
During take-off and departure PF shall have his hand(s) on the
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controls. During approach PF shall have his hands on the controls and
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thrust levers below 1,500 ft AGL, except for necessary inputs to AFS.
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(i) Programming of AFS on ground is normally the duty of PF.
(ii) At the Guided manual level, PNF will make the required AFS
or
entries and mode selections upon order from PF.
(iii) At the Directed automatic level, PF will make the required AFS
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entries and mode selections.
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(iv) At the Managed automatic level, PF manages the aircraft flight
path through the FMS and normally makes the required FMS
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entries and mode selections. FMS entries below 10,000 ft other
than short commands (e.g. “direct to” entries or speed
nl
interventions) should be accomplished by PNF upon order from

PF. PF navigational display should be used in a mode which
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shows the active route and at least the first active waypoint.
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Chapter 8
Level of AP FD PF PNF
Automation
Monitors flight
OFF or
Handles the flight progress. Calls out
Basic Manual OFF not
controls impending flight
followed
envelope deviations
Monitors flight
Handles the flight
Guided Manual OFF ON progress. Sets up AFS
controls
on PF order
Makes MCP/FGP
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selections. Monitors flight
Directed Automatic ON ON
Monitors flight progress.
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progress.
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Makes input to
Managed Monitors flight
ON ON FMS. Monitors
Automatic progress.
flight progress.
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Summary of Approach Procedures
Type of
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Method of
Approach aid Flight monitoring
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approach approach
At DH/DA+100 ft,
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PF starts to divide
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Precision ILS CAT I, CAT Automatic attention between

approach II/III approach flight monitoring
and lookout for
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visual guidance.
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Precision At DA/MDA+100 ft,

ILS CAT I
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approach PNF starts to

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divide attention
Semi-automatic or
Non-precision LOC, ILS Back between flight
manual approach
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approach course, VOR, monitoring and

NDB, RNAV lookout for visual
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guidance.
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When planning an approach, the approach briefing shall include the

method of approach to be performed and clearly state who is to stay
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on instruments and who is to look out for visual guidance after "Plus
hundred" has been called. If visual guidance is obtained at or above
DH/DA/MDA, it is recommended to keep the autopilot engaged until
reaching the minimum height permitted for autopilot operation in
accordance with the respective FCOM/AOM provided its function is
satisfactory and a correct flight path is followed.
Route and Destination familiarization
It is NOK policy to ensure each pilot, prior to being used as a P-i-C in
operations, is currently qualified for operations into airports of intended
Chapter 8
landing in areas, on routes or route segment to be used in operations for

the company. If an instrument approach is required into an airport for which
the P-i-C has not made an actual approach, the P-i-C shall be accompanied
by flight crew member or pilot observer on the flight deck who is qualified
for the airport unless either:
Airport is Category A or B
the approach to the airport is not over difficult terrain and the
instrument approach procedures and aids available are similar to
those with which the pilot is familiar, and the normal operating minima
are adjusted by a process that adds a margin of safety that is
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approved or accepted by the State, or there is reasonable certainty
that the approach and landing can be made in visual meteorological
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conditions, or
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descent from the initial approach altitude to landing at the airport can
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be made by day in VMC, or
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Route & Aerodrome Qualifications
It is NOK policy not to continue to utilize a Pilot as P-i-C on a route or within
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an area specified by the company and approved by CAAT unless, within
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the proceeding twelve months, that Pilot has made at least one trip as a
Pilot member of the flight crew, or as a check pilot, or as an observer in the
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flight crew compartment;
within that specified area; and
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if appropriate, on any route where procedures  associated with that

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route or with any aerodromes indented to be used for take-off or

landing required the application of special skills or knowledge.
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In the event that more than twelve month elapses in which a P-i-C has not
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made such a trip on a route in close proximity and over similar terrain, within
such a specified area, route or aerodrome, and has not practiced such
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procedures in a training device which is adequate for this purpose, prior to

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again serving as a P-i-C within that area or on that route, that Pilot must re-
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qualify.
Classifications of Aerodromes
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Aerodromes are classified according to the type of navigational facilities,

aerodrome lighting and terrain in take-off and approach path
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Aerodrome categories
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See OM-A Chapter 5.2.11
Route Competence
For route competence the P-i-C must have knowledge of:
Terrain and minimum safe altitudes
Seasonal meteorological conditions;
Chapter 8
Meteorological, communication and air traffic facilities, services and

procedures
Search and rescue procedures; and
Navigational facilities associated with the route along which the flight
is to take place
Various NOTAMs
Note: The following method of familiarization will be used.
(i) Familiarization by self briefing with route documentation
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(ii) In-flight familiarization as a co-pilot, or observer, or pilot under
supervision as decided by the Flight Operation Director.
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Aerodrome Competence
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Prior to operating to any aerodrome a P-i-C must brief himself on the
parameters indicated below:
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Aerodrome layout
Radio aids
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Standard instrument arrival and departure procedure
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Local weather and Company minima
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Emergency and Safety Services
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Obstacle and minimum safe altitudes

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Allocation of flight crew duties and procedures for the management

of crew workload during night and IMC instrument approach and
d
landing operations
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Crew co-ordination
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The importance of crew co-ordination in all phases of flight needs no

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emphasis. Crew co-ordination is nothing but teamwork, i.e. working

together for safety - yours and your passengers. At all times, crew co-
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ordination should be ensured by announcing action initiated by a

particular crew member so that other crew members are aware of the
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same and can take follow-up action, if any. This applies equally to
normal, abnormal or emergency procedures.
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All critical actions such as aircraft configuration changes, altimeter and

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speed settings, barometric settings, altitude selections, changes to

FMS and radio NAV aids during departure and /or approach phases
of flight must be cross-checked and confirmed.
NOK conducts both day & night operations. All procedures are
applicable for IMC irrespective of weather or day/night operations.
However crew are cautioned to be extra vigilant during night
operations and adverse weather conditions. Maximum use of
automation is encouraged. Workload should be adequately distributed
following CRM guidelines as conducted in the CRM course and also
detailed in the respective aircraft Standard Operating Procedures.
Chapter 8
Night and IMC instrument approach and landing operations

Night and IMC Instrument approach procedures require special care
and attention with regard to altitude awareness, inadvertent descend
below MDA and maintaining the stipulated out bound and in bound
approach tracks. These operations must be carried out with auto pilot
and auto thrust / auto throttle engaged when these auto flight systems
are available and serviceable. Pilots must be aware of the effect of
visual illusions specially the Black Hole Effect. The term “Black Hole”
refers to the terrain below the approach to the airport, not the airport
itself. Simply put a “Black Hole Approach” is a long, straight - in
approach (at night) to a brightly lit runway over featureless and unlit
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terrain.
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(i) Approach procedure refer to OM-A 8.3.1. g)– Approach.
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(ii) A Requirement for night landing refer to OM-A 8.3.1. I) –
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Lanning.
Pilot Illusions, Disorientation and Misjudgments
or
General
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A pilot should realize that illusions are quite natural phenomena in flight
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operation and that they have their origins in psychological and physiological
mechanism. If a pilot does not understand the reason why an illusion
oa
occurs, the emotional disturbances which are the result of disorientation
can be more of a contributing factor to an accident than the disorientation
nl
itself. Knowledge of illusory sensations will be of great help to the pilot

because his responses will then be determined more by the meaning he
ow
attaches to the stimuli than by the stimuli themselves. It is on the basis of

personal perception that a pilot makes his decision and selects his
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responses.
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Perception
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The outside world's signals are carried to the brain via nerve connections
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of the sense organs, where they give origin to conscious experience. This
process is called perception.
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What we perceive is not always an exact copy of the outer world. The
interpretation process involves the possibility of misinterpretation. Certain
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aspects are excluded, some are added, and others distorted.

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What we perceive is the result of the information conveyed via the sense
organs (stimuli information) and partly of an existing disposition to
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understand in a certain way (assumptive hypothesis).

The stimuli situation is said to be great when the information conveyed by
the senses is explicit and complete. It is said to be small when the
information is unclear, ambiguous and incomplete.
The strength of the assumption hypothesis depends on how often the
relation in question is observed (i.e., how often the hypothesis is confirmed)
and how strong the need and/or the frame of reference is, that supports the
hypothesis.
The stronger the assumptive hypothesis is, the more likely it is that the
Chapter 8
individual will be influenced by it and the greater the risk that he

misinterprets a situation, should the hypothesis be false.
Perceptual Constancies
The world around us, as we perceive it, more or less stable. We experience
things around us as fixed, even if we or they move around. The two-
dimensional picture of the eye is transformed into a three- dimension world
where a round table keeps its roundness, no matter from where we look at
it, and where the white snow is white irrespective of the lighting effect,
provided we know that it is snow. An object of a given size forms in the
eye's retina a picture that is gradually changed as the object recedes or
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approaches. Despite this, we perceive the object as constant in size. This
is due to our ability to put the size of an object in relation to its distance.
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Size is judged as a function of distance.
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However, our ability to judge distance depends on our knowledge of the
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things around us. In a flat field, i.e., in a field or on a surface without
objects—desert, water or a dark area, etc.—the determination of distance
or
to and size of an object is very difficult.
Pilots, therefore, have difficulty in determining height when landing at the
d
airport located as above. In such a case, they should use other cues for his
de
judgment.
oa
However, a great part of a pilot's judgment is based on experiences and the
assumption that runways in general are of approximately the same size. On
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the basis of probability, the pilot makes up in his mind a model runway with
which every new runway is compared.
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Unfortunately, the runway sizes are not standardized; they vary in width,
slope and length and are, therefore, bounded to create factors causing
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illusions.
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There are cases where our constant keeping of objects is disturbed despite
d
the fact that the surroundings are well structured. When we estimate the
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size of an object from above, we tend to overestimate the distance. People

seen from a high tower seem very small. Investigations have shown that
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we overestimate height by some 25%.

Judging from the low height at which the thresholds, according to
on
measurements are passed, there is a reason to believe that pilots, despite

their experiences, have the same tendency.
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Misjudgments of height also seem to occur when the terrain forms a trench,
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etc., immediately before the threshold. The feeling of being too high on the
last part of the final approach will induce the pilot to erroneously reduce
height.
The Perception of Space and the Frame of Reference of the Pilot
Our perception of space is based on experience and assumes that our
sense organs work unanimously and adequately. However, great
divergencies do occur as in the case with illusions, hallucinations, etc.
The perception of space requires a fixed frame of reference. If no flight
instruments were available, the pilot would be in a floating frame of
Chapter 8
reference, his position being referred to the coordinate system of the aircraft
which, not necessarily, will be in congruence with the world around.
In bad weather without a visual horizon and a sufficient number of other
visual cues, the pilot who looks out to establish ground contact will not be
able to determine whether he is in a bank or not.
If the pilot assumes that he flies wing level when he actually is in a bank,
he will, without knowing it, increase the bank angle when making a
correction in the direction of the bank.
If thus, one assumption is incorrect; the risk of a faulty decision is great,
and the consequences will be serious if the altitude is low and the time
ed
factor is short.
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Another example of an ambiguous situation likely to create an illusion is the
in
case when the pilot, during an approach, tries to follow one single row of
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approach lights.
As the relation between height and lateral displacement is a function of
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angle of perspective, the angle between the light row and the line of horizon,
these parameters will be mixed up when the conditions are such that the
d
angle of perspective cannot be adequately determined. A change in height
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may be interpreted as a change in displacement and v.v.
It is obvious that our eyesight plays an important part in forming our world
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of imagination. Aided by our sight, we place ourselves in a frame of
reference consisting of a firm ground plane with horizontal and vertical lines.
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If the conditions to form our frame of reference should change, we become

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uncertain and disorientated; we may, in fact, become indisposed.

Optical Illusions
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As previously stated, the word "perceive" includes both eyes and brain. The
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picture transmitted by the eyes to the brain is often distorted and we

perceive things that do not agree with the real conditions. Such
d
divergencies between the perception as requested by the brain and what

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the eyes really see are called optical illusions. Many of them are
constructed, i.e., we are aware of the strength of the illusion; despite this,
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our judgment is subjective.

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From a pilot's point of view, the auto-kinetic illusion is of interest. A bright

spot being looked at in a dark room appears to move around. This is caused
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by the absence of a firm frame of a reference and may be observed when

flying along a coastline where a light beacon will be difficult to focus on.
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Visual Depth Perception

Our brain can solve the depth problem if the object or the distance to it or
both are known. By only using the eyes, this task would be more or less
impossible. The pilot can, for instance, much more easily judge the distance
to another aircraft in the air when he has identified it. In this case the cue is
his familiarity with the object.
Another relevant cue to the pilot is the linear perspective. In darkness the
eye will reproduce a lighted runway as two lines converging towards the
horizon. The pilot perceives, however, depth and two parallel lines. If the
Chapter 8
runway is the one that he uses daily, he can solve the problem of judging
the distance. If, on the other hand, the runway is unfamiliar to him, he is
open to illusions and misjudgments. Should it be wider than what he is used
to, it will appear shorter and closer than it actually is.
Aerial Perspective
In conjunction with size and linear perspective, we automatically assess
object distance by clarity of detail. Brighter lights and sharp terrain contours
appear closer, whereas dimmer lights and vague contours seem farther
away. The clear desert air, for instance, is a good transmitter of light. A
lighted runway, therefore, appears closer than it actually is. An aggravating
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factor will be the absence of approach lights on a dark desert surface, giving
no cues to aircraft height. This condition requires extreme caution and a
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frequent checking of flight instruments.
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Monocular or Motion Parallax
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By moving the head slightly from side to side, it is possible to get a
or
perception of depth with one eye or with two, provided the angle is wide
enough to produce this effect. Such a change of eye position may also be
enough to produce an interposition or overlap which will give a definite cue
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of the relative positions of two objects. de
On landing, especially if the flight has been conducted at high altitudes
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where there are a few things for eyes to focus on, such movements will aid
perception.
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Texture Density Gradient

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When assessing distance to an object, we often forget the surfaces around

us and the surfaces forming the objects. When looked at more closely,
d
these surfaces often consist of textures becoming denser with the

increasing distance. The texture density gradient facilitates our depth
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perception. The runway light density increases the further away the lights
d
are and enables the pilot to judge distance. If the runway has a slope, the
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judgment of distance will be faulty. An upslope will induce the pilot to make
a flat approach, resulting in inadequate terrain clearance.
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Interaction of Cues
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Every moment, several factors are fed into our mechanism of perception.
The result will not necessarily be the sum of the total effect. If the
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information received is inadequate, the individual will fill up the rest with
assumptions. In the pilot's world of assumption, the ground surface is an
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endless floor and the sky an endless ceiling. In reality, these two meets at
the horizon line but, in spite of this, judgments are often based on faulty
assumptions. The closer another aircraft is, the higher its altitude appears
to be in relation to ours, whereas an aircraft far away seems to be at the
same altitude. On final the pilot often searches too low to find the "number
one to land", i.e. he looks at this side of the threshold instead of between
the threshold and the horizon.
At night or during the day when the horizon is obscured, the pilot will make
his judgments out of his own attitude. In areas with dense traffic, for
instance in the traffic circuit, the risk of collision with other aircraft is great
Chapter 8
under such circumstances.

Terrain Slope
The slope of the terrain at the approach end of a runway can affect a pilot's
perspective. If the terrain slopes upward to the runway threshold, the pilot
may perceive that his glide slope is steeper than it actually is.
The opposite may occur when there is a long, pronounced downslope to
the threshold. In this case the closeness of the terrain throughout the final
approach may give the pilot a feeling of a low, flat approach. Unless the
pilot is aware of this illusion, he might unconsciously raise the nose of the
aircraft to increase height.
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Runway Slope
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in
Quite a few runways have some degrees of slope from one end to the other.
This slope angle will produce various illusions to the pilot. Normally, when
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a pilot makes an approach, he flies close to a 3° profile with a given rate of
descent. He is, in other words, used to seeing a 177° relation between
or
himself and the runway.
If the runway slopes upward from the touchdown end, it is very easy to
d
attempt to follow the same approach path in relation to how it looks on final
de
with a level runway. The pilot tries to maintain the 177° relation visually and
the result will be a flat approach. This problem is more acute at night when
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lights or other cues are not available to warn the pilot that the aircraft is
dangerously low. The flat approach path induced by the illusion created by
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a sloped runway has caused the aircraft to hit the ground as far as a mile
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or more from the threshold.

Flight in Rain
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In addition to the poor visibility when flying in rain, there is a refraction error
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in vision which causes the eyes to indicate a false horizon below the true
one.
d
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The reduced windshield transparency and the deflection of the light waves
due to water patterns will, to the pilot, cause objects to appear lower than
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they actually are. This error can be as high as 5°, which at a distance of
one mile is 200 ft. This danger is the greatest on an approach after
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becoming contact below clouds. It is, therefore, vitally important to cross-

check the altimeter in such conditions.
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White-out
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White-out may occur under special atmospheric conditions when contrast

is non-existent so that objects will disappear in a seemingly homogenous
field. Without horizon, lights and shades, the pilot will find no reference
points and a landing will become difficult.
Descent into Shallow Fog
It has been shown that the sudden reduction in visual range on entering
shallow fog during the final stages of an approach may be misinterpreted
by the pilot that the nose of his aircraft is rising.
Pilots unfamiliar with this phenomenon will, therefore, tend to steepen their
Chapter 8
angle of descent when they encounter this situation, resulting in too high
sink rate.
Fascination
Fascination is a phenomenon that occurs when a pilot does not succeed in
perceiving a clearly defined stimulus situation in an adequate way, his
attention being focused on one object or task, others being overlooked.
Fatigue, stress or emotional disturbances will increase this tendency.
Even an experienced and well-trained pilot may find himself "hunting the
needles" after a tiresome duty period.
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Summary
From the above it is apparent that illusions exist and that they are
t
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hazardous to pilots. The greatest illusion potential is at night. Darkness
provides excellent camouflage and their eyes lose much of their efficiency.
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Lights must compensate for the absence of daylight cues. Lights, however,
usually lack sufficient definition to provide more than outline, warning or
or
stimulus to which pilots may or may not react correctly.
Note: There is only one way to avoid the consequences of believing in
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an illusion that is to make use of all available flight instruments and
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navigational aids and to carefully study the Approach Chart.
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Radio Listening Watch
All radiotelephony communication between NOKAIR aircraft and ground
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stations or other aircraft shall be conducted in English.

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The Operator shall provide radio watch instructions to require a member of

the flight crew to maintain a continuous watch on the emergency frequency
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121.5 MHz and appropriate operational frequencies, to the extent possible.

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The P-I-C shall ensure that the radiotelephony procedures specified in

RM/Air
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Traffic Control are adhered to.

Radio communications procedures
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Continuous radio watch shall be maintained by the Flight Crew at all

times. Both pilots must maintain a listening watch on 121.5 MHz to the
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extent possible. They shall also continuously guard 121.5 MHz when
flying along extended over-water flights or on flights over designated
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areas over which the carriage of an ELT

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English shall be the language used with ATC

All ATC clearances must be understood and read back accurately;
whenever in doubt, crew shall seek clarification to facilitate a
confirmation between both crewmembers. This is especially
important in areas of high terrain.
When any pilot is not able to monitor the R/T frequency, e.g.
monitoring ATIS, making company calls, making PA, stepping out of
the cockpit, etc., the remaining pilot should give increased attention to
R/T communication due to the absence of support or backup from the
Chapter 8
other pilot. He shall don the headset, check that the volume is
adequate and reduce speaker volume as low as not to interfere an
ATC communication.
The pilot monitoring the R/T should update the other pilot when the
latter resumes R/T monitoring and communicate any relevant new
information or changes in ATC clearance or instructions
Navigation Equipment
All Flight Deck Crew members at the controls are responsible for the use of
all equipment within the limitations and instructions in the OM/FCOM, and
according to standard procedures and recommended practices PBN –
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CAAT Guidance material.
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Continuous monitoring of the equipment’s performance and behavior is of
in
utmost importance during all phases of the flight. Special care must be
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taken to detect any automatic cut-off, which, if not immediately noticed,
could lead to a dangerous situation. Before any unacceptable degradation
or
of navigational accuracy occurs, the flight crew shall endeavor to update
the navigation equipment/aid to maximum possible navigation accuracy.
These shall be as follows:
d
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For INS equipped aircraft, present position shall be verified in relation
to ground based navigation aid and also DME/position update shall be
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carried out once every two hours or earlier if any navigational
accuracy degrades.
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For FMS equipped aircraft, flight crew shall monitor auto update of the
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IRS. Crosschecking of present position in relation to ground based

navigation aid must also be accomplished at least once every two
hours and prior to an approach. In case of non-availability of update
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facility due to database problem, manual update shall be

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accomplished from available ground based navigation facility.

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For GPS/NMS equipped aircraft, flight crew shall monitor/crosscheck

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present position in relation to ground based navigation aid at least

once every two hours and prior to an approach. Frequent checks of
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GPS satellite serviceability/availability must be carried out by the flight

crew.  
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Optimum use of all available equipment shall be made as per CAAT’s –

Guidance Material for Performance base Navigation (PBN)
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Selection of Equipment
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NOK shall provide navigation equipment in accordance with its operational

flight plan; and in accordance with the requirements of air traffic services .
Except when, if not so precluded by the appropriate authority, navigation
for flights under the visual flight rules is accomplished by visual reference
to landmarks.
NOK aircraft in its fleet are equipped with:
Instrumentation and/or avionics, readily visible to the intended pilot
flight crew member, necessary to conduct operations and meet
applicable flight parameters, maneuvers and limitations;
Chapter 8
Equipment necessary to satisfy applicable operational communication

requirements, including emergency communication;
Avionics, equipment and/or components necessary to satisfy
applicable navigation requirements, provide necessary redundancy
and, as applicable, authorized by the state for use in RNP, MNPS
and/or RVSM operations,
Avionics, instrumentation and/or radio equipment necessary to satisfy
applicable approach and landing requirements,
Other components and/or equipment necessary to conduct operations
under applicable flight conditions, including instrument meteorological
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conditions.
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A Flight Data recorder (FDR) that:
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does not utilize photographic film or engraving metal foils;
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is capable of recording, as a minimum, last 25 hours of aircraft
operations;
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records time, altitude, air speed, normal acceleration and heading;
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is of a type that is in accordance with the requirements of CAAT.
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A Cockpit Voice Recorder (CVR) that records the aural environment
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on the flight deck during flight and is capable of retaining recorded
information either:
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for the last 30 minutes of its operation, as a minimum, or

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for a period of time in excess of 30 minutes in accordance with the

requirements of the CAAT.
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Navigation Equipment General

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The navigation shall always be performed with double-checks, i.e. the most
suitable combination of independent navigation aids/equipment shall be
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used.
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The flying Pilot shall always inform the assisting Pilot in due time about
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setting/checking of navigation aids/equipment for the en-route navigation.

Changes of navigation aids/equipment setting shall only be made upon
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order or with consent of the flying Pilot.

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Unless used in connection with RNAV, any navigation aid shall be positively
identified by its aural identification signal before any use is made of it.
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The Pilot setting/checking navigation aids shall always announce the

completion and shall inform the other Pilot whenever the reliability of a
selected navigation aid is doubtful.
It is the flying Pilot’s duty to verify the correct setting of navigation aids in
use.
Whenever an indication does not correspond with the estimated position, a
recheck with other available means shall be made and the reliability of the
navigation aid verified.
Chapter 8
A navigation aid shall not be used for navigation purposes if:

it is reported to be “on maintenance”, “unreliable”, “flight/ground
checked only” or “on test”,
the proper call sign is not received.
In such cases the respective navigation aid may only serve as additional
information. The Landing Minima are based on the unrestricted availability
of approach aids. Outside the coverage area of navigation aids, their
signals are not necessarily reliable. They may be false or unsteady,
although instrument indications seems to be normal and no warning
appears
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REQUIRED NAVIGATION PERFORMANCE (RNP)
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Refer respective aircraft FCOM/FCTM/SOP. Refer FCOM for aircraft
specific limitations.
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RNP 1 (P-RNAV) P-RNAV is the aircraft and operator approval
or
requirement that is introduced for RNAV procedures in Terminal Airspace.
Terminal Airspace procedures that require P-RNAV (RNP1) approval are
designed following common principles which ensure that procedure design
d
and execution are fully compatible. RNP1- Shall provide a 95% containment
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value of +- 1NM (+- 1.85 Kms). This level of navigation accuracy can be
achieved using DME/DME, GPS or VORDME. It can also be maintained for
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short periods using IRS (the length of time that a particular IRS can be used
to maintain P-RNAV accuracy) without external update is determined at the
nl
time of certification.
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RNP5 (B-RNAV) B-RNAV is the fore runner of the RNAV programmed. It

was introduced to enable capacity gains to be achieved through
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modifications to the en-route structure. RNP5 –shall provide a 95%

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containment value of +- 5 NM (+- 9.26 Km). This level is similar to that

currently achieved by aircraft without RNAV capability on ATS routes
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defined by a VOR or VORDME, when VOR’s are less than 100 NM apart.
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In this airspace, radio navaid coverage is assured to support RNP 5

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accuracy. The minimum required equipment to enter BRNAV airspace is:

One RNAV system, which means:
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One FMGC /FMC

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One MCDU
One VOR or one GPS receiver for FM navigation update
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One DME or one GPS receiver for FM navigation update  

One IRS
Flight Plan Data on two NDs
RNP-10 IN OCEANIC OR REMOTE AREAS
In this kind of airspace, the aircraft is expected to fly for a long period of
time outside radio navaid coverage. Minimum required equipment to enter
RNP-10 airspace is:
Chapter 8
Two Long range navigation systems which means:

Two FMGCs /FMCs
Two MCDUs / FMS CDUs
One GPS, required by flight time outside radio navaid coverage
Two IRS
Also refer to the regional supplementary procedures ICAO DOC 7030 for
specific requirement in a particular airspace.
AIRCRAFT WITHOUT GPS PRIMARY
ed
For these aircraft, navigation performance depends on radio navaid
updating and on the time since the last radio update or IRS ground
t
in
alignment. This is based on the assumption that the ground radio NAVAID
infrastructure supports the level of accuracy. Outside radio NAVAID
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coverage, navigation performance is determined by the IRS drift rate, which
implies a time limitation in direct relation to the RNP value to be achieved.
or
NAVIGATION DATABASE
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All our aircraft are equipped with two Flight Management Guidance
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Computers (FMGC) / Flight Management Computer (FMC). The detail
system description are in respective FCOM.
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The airline updates this part every 28 days, and is responsible for defining,
acquiring, updating, loading, and using this data. The updating operation
nl
takes 20 minutes to complete or 5 minutes if cross load from the opposite

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FMGC /FMC.
The updating of database in the aircraft is done by the Engineering
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Department.
During pre-flight check, the pilot will ensure the database validity. If the
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Navigation Database (NDB) is not current and if it is permitted in the MEL,

d
the pilot can use the old database provided:

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Current Aeronautical Charts are used to verify Navigation fixes prior

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to dispatch.
Verify status and suitability of Navigation facilities used to define route
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of flight as given in the OFP, and Approach Navigation Radios are

manually tuned and identified.
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Refer aircraft specific MEL for validity of database.

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Chapter 8
Navigation Procedure
Navigation procedures are dependent on the aircraft equipment, the route
being flown and ATS requirements. The Aeronautical radio navigation
service comprises all types and systems of radio navigation aids in the
International aeronautical service. An aircraft be provided with navigation
equipment which will enable it to proceed: -
In accordance with the Flight Plan; and
In accordance with the requirements of Air Traffic Services.
OS may issue any special directions relating to navigation of aircraft. It
ed
shall be obligatory for all owners, pilots or crew of aircraft to obey such
directions. These special directions may be published in Notices to
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Airmen (NOTAMS), Aeronautical Information Publications (AIP) or Civil
in
Aviation Requirements (CAR).
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An aeronautical radio navigation aid which is not in continuous operation
shall, if practicable, be put into operation on receipt of a request from an
or
aircraft, any controlling authority on the ground, or an authorized
representative of an aircraft operation agency. Aircraft stations shall
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normally make requests for bearings, courses or positions, to the
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aeronautical station responsible, or to the station controlling the direction-
finding network. To request a bearing, heading or position, the aircraft
oa
station shall call the aeronautical station or the direction-finding control
station on the listening frequency. The aircraft shall then specify the type
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of service that is desired.

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Standard Navigation Procedure

VHF NAV
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General
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The VHF NAV shall be named VHF NAV 1 or VOR LEFT or VOR 1,
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and VHF NAV 2 or VOR RIGHT or VOR 2.

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PF shall handle the VHF NAV himself or give clear orders which
station(s) shall be selected. Do not change to other stations without
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PF's order or consent.

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PF shall always, in good time, inform PNF how the system(s) shall be
selected for intended procedures.
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When PF is going to use a VHF NAV selected by PNF, he shall make

sure that correct frequency is selected by checking the frequency
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selector and make sure that the correct VOR radial/ILS heading are
selected. PNF shall inform PF that the station call sign has been
checked and also about any abnormal behavior of the receiver or
station.
The VHF NAV shall be monitored frequently by listening or monitoring
to the station identification signal and watching for the appearance of
warning flag(s).
If the flight is planned on the VHF NAV systems, the systems shall be
tested before take-off, or if this is not possible, at the first opportunity
Chapter 8
en route.
Test of Airborne Installation
If it has not been possible to ground check the installation if required,
perform an airborne check as follows:
(i) Set a VOR radial which can be checked over a visual checkpoint
or a radio facility;
(ii) When over the point, the VOR bearing shall differ no more than
±5°.
Use of VOR System
ed
Take-off When applicable the system(s) shall be selected to VOR
stations suitable for track guidance and cross-bearing prior to take-off.
t
Automatic tuning is not recommended.
in
En Route When using VOR systems for track guidance, tune both
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VHF NAV receivers continuously for tracking. For necessary cross-
bearings, retune one of the sets as appropriate. If automatic tuning is
or
available, monitor the correct operation of the system.
Instrument Approach With dual VOR systems, both systems shall
d
be selected to the VOR station used for approach and set according
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to the procedures laid down in the respective FCOM/AOM.  Utmost
care shall be exercised when making the settings and both pilots shall
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check and crosscheck.
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Note:
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(i) As the monitor only removes the navigation information from

VOR signal, it may still be possible to receive voice
identification transmission after the flag warning has appeared.
d
(ii) A bearing error in the airborne receiver will, however, not result
if
in flag warning. Therefore, always check one system against

the other if there is a deviation of more than 4° between the
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systems. The system that has the bearing error can be

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determined by reference to approach charts.

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Chapter 8
Use of DME
System Limitations
DME information derived from the selection of a VOR or ILS
frequency must only be used if the DME station is indicated on the
approved navigation charts.
Due to a great number of military TACAN stations operating in the
same frequency band as the civil DME facilities, DME readings are
likely to appear although the VOR or ILS station selected is not
associated and co-located with the DME (TACAN) station. For the
same reason, it is possible that a DME may suffer from interference
ed
by signals from a TACAN/DME element, resulting in erroneous
distance readings.
t
in
A published DME intersection may, therefore, only be used as the
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sole means when determining terrain clearance if the station has
been clearly identified.
or
Identification of DME
A DME station transmits an identification signal modulated at 1350
d
Hz (as against 1020 Hz for a VOR/ ILS identification signal) normally
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once every 30 sec in one of the following forms:
oa
(i) An “independent” identification code is employed wherever a
DME is not specifically associated with a VOR/ILS facility;
(ii) An “associated” identification code is employed wherever a DME
nl
is specifically associated with a VOR/ILS facility. This code is

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identical to that of the VHF facility of co-location and is

synchronized to the same, normally in the ratio of one to three.
d
WARNING: MAKE SURE THAT THE DESIRED DME STATION IS

POSITIVELY IDENTIFIED AND THE IDENTIFICATION
if
OF THE VOR AND DME ELEMENTS ARE

d
SYNCHRONIZED IF CO-LOCATION IS ANTICIPATED.

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DME ARC Procedure

Arrival and departure procedures utilizing a DME arc are used at a
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few aerodromes. Although the procedure is not compatible with our

automatic flight procedures, it is not difficult to fly using the autopilot
nc
in the heading select mode.

A DME arc interception of approx. 90° may be required on a radial
U
either inbound or outbound. At least 1.5 NM lead is required if ground

speed is between 150–200 kt.
Maintaining a DME arc is simplified by reference to the RMI in a 90°
or 270°off bearing. Avoid long shallow turns which may cause the
gyros to process. Heading changes of at least 20° with bank angles
10° or more are recommended.  
Chapter 8
Use of ILS System

System Characteristics
In principle, two types of ILS ground installations are used:
(i) The omnidirectional or broad beam localizer normally of CAT I
performance;
(ii) The directional or narrow beam localizer normally of CAT II and
CAT III performance.
The localizer coverage sector extends to a minimum of 17 NM within
±35° of the extended centerline of the runway (see Figure 1).
t ed
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or
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oa
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if
d
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The glide slope coverage sector extends to a minimum of 10 NM

within ±8° of the extended centerline (see Figure 2(a)) and within
on
approx. +2°/–1.5° of the nominal glide slope angle (see Figure 2(b)).
nc
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Chapter 8
t ed
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or
The ILS beam integrity is not guaranteed outside these coverage
sectors with the exception of the omnidirectional type of localizer in
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which case a back-course approach may be provided.
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The Threshold Crossing Height (TCH) shall be 50 ±10 ft, with the glide
slope transmitter no less than 300 m from runway threshold.
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System Limitations
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The ILS may suffer from false beams outside the coverage sectors
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due to reflections from terrain and/ or obstacles. For that reason, the
ILS signals shall be considered unreliable outside these sectors
although a flag warning may not appear.
d
The ILS beams may be subject to fluctuations due to reflections from

if
moving vehicles and aircraft in the vicinity of the transmitting

d
antennas. Such fluctuations are normally of high frequency and of

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short duration.
Though technical criteria are laid down as regards the quality of the
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ILS radiation, certain variations in the beam pattern may be observed

from one installation to the other and even on the same installation as
on
a function of time. Such discrepancies, even if within established

tolerances, may adversely affect the aircraft system performance in
nc
the auto-coupled mode.

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When an ILS is subject to maintenance, as announced by ATS, the

facility shall not be used although instrument indications appear
normal. The ILS is identified by the identification signal transmitted by
the localizer. When the localizer is subject to maintenance, the
identification signal will be suppressed. If, however, only the glide
slope is subject to maintenance, the identification signal is still
transmitted normally by the localizer.
Ground Monitors
The ILS beams are automatically and continuously monitored to
Chapter 8
ensure radiation within prescribed tolerances.

The monitoring system provides a warning to the ATC unit and
removes navigation and identification components, should a
significant shift occur to the localizer or glide slope beams. Similar
action is initiated by the monitoring system in case of reduction in
power output. Monitoring action is delayed 10 seconds for CAT I, 5
seconds for CAT II and 2 seconds for CAT III ILS. These time periods
must never exceed limits and are intended to protect aircraft on final
approach against erroneous ILS guidance.
ILS front-course Procedures
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Since the ILS coverage sector is limited, it is essential that navigation
in a terminal area be carried out on available VOR, VOR/DME, NDB
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in
or by radar vectoring until position is established at a gate where
unambiguous ILS signals are received.
pr
Autopilot and/or flight director systems should not be “armed” for ILS
or
until such a position has been verified.
Instrument descents below 1,000 ft AGL, utilizing ILS shall only be
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made when the following conditions are fulfilled:
(i)
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Before intercepting the localizer:
 Identification is verified;
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 Aircraft position is confirmed within the ILS limitation
nl
sectors, normally no more than 10 NM from touchdown.

(ii) Before following the glide slope:
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 Aircraft is established on the localizer.

d
(iii) At OM or equivalent position:

if
(iv) Check the passing altitude to confirm correct glideslope. The

instrument descent may be continued for glideslope check,
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even if OM or equivalent position is located below 1,000 ft AGL.

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(v) Throughout the instrument approach:

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 Indications on the receiver being followed are monitored by

reference to the other receiver whenever possible and by
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reference to other navigational aids enabling a check of

correct aircraft alignment and altitude;
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 Glide slope display does not indicate more than one dot
“Low” or less according to FCOM/ AOM;
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 Observe flag warning for the minimum equipment required

for the type of approach.
Note: Special regulations apply for wide-bodied aircraft.
Chapter 8
In order to ensure sufficient wheel clearance, the following applies:

(vi) TCH less than 47 ft: cross threshold at 1 dot above glide slope
(= 6 ft extra clearance);
(vii) TCH 47 ft or more: never cross threshold below glide slope.
LLZ Procedures
LLZ front and back-course approaches shall be performed in
accordance with Approach Chart procedures as follows:  
Use the relevant parts of the ILS Front-Course procedures;
Flight guidance/autopilot systems may be used according to
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Note: Do not confuse between localizer back-course procedure and
localizer front-course backward procedure.
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For LLZ back-course approach, set ILS course as for the front course.
Fly LLZ as front course approach. However, AP coupled approach is
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not permitted.
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Flight Management System (FMS) and Area Navigation System
(RNAV)
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Aircraft equipped with FMS or RNAV are authorized to use these systems
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for en route and terminal area navigation according to respective
FCOM/AOM. Functioning FMS/RNAV is a requirement for navigating along
oa
ATS routes based on area navigation.
The navigation computer is navaid updated when signals from at least two
nl
DME’s or one VOR/DME are available. In aircraft equipped with Inertial

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Reference Systems (IRS) the navigation computer is primarily navaid

updated, but outside VHF-NAV range the computer will be updated by the
d
IRS.
The VHF-NAV may be used according to FCOM/AOM for cross-checking
if
FMS/RNAV performance without checking and monitoring the identification

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signal as required in OM-A 8.3.14.a) – VHF Nav - General.

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If the FMS/RNAV is navaid updated, it may be used for navigation to

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maintain terrain clearance and to comply with OM‐A requirements for check
of correct position.
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Aircraft equipped with IRS may use FMS/RNAV for en route navigation
without navaid update, if the progress of the flight is verified by means of
nc
other navaids.
When the failure or degradation is detected before departure the aircraft is
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permitted to make one flight to an aerodrome where repair can be made.

OS or responsible office will provide crew with a new Company flight plan
and file an ATS plan via a VOR/DME/ NDB defined routing.
If no RNAV equipment are installed the phase “Negative-RNAV” shall be
included by the pilot immediately following the aircraft callsign whenever
initial contact on an air traffic control frequency is established.
In case a B-RNAV equipped aircraft experience failure or degradation of
the B-RNAV system, the aircraft is permitted to proceed if able to continue
operations in accordance with the current ATC clearance. If unable, a
Chapter 8
revised clearance shall be obtained from ATC.

Control Display Unit (CDU) Entries Procedures – FCOM NP.11.3
Before taxi, the captain or first officer may make CDU entries. The other
pilot must verify the entries.
On the ground, make the CDU entries before taxi or when stopped, when
possible. If CDU entries must be made during taxi, the PM makes the
entries. The PF must verify the entries before they are executed.
In flight, the PM usually makes the CDU entries. The PF may also make
simple, CDU entries when the workload allows. The pilot making entries
executes the change only after the other pilot verifies the entries.
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PBN General Operating Procedures – PBN Manual Doc 9613
Generally, airworthiness certification alone does not authorize flights in
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in
airspace or along routes for which PBN approval is required. Operational
approval is also required to confirm the adequacy of the normal and
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contingency procedures for the particular equipment installation.
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Preflight Planning
When intending to conduct operations on RNAV/RNP route, the
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dispatcher or pilot must file the appropriate ATS flight plan suffixes.
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The appropriate ICAO flight plan designation should be specified for
the RNAV/RNP route flown. The letter ‘R’ should be placed in block
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10 of the ICAO flight plan to indicate the pilot has reviewed the
planned route of flight to determine PBN requirements and the
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aircraft and operator have been approved on routes where PBN is a

requirement for operation. Additional information needs to be
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displayed in the remark section (block 18) that indicates the

accuracy capability.
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The pilot must:

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Review maintenance logs and forms to ascertain the condition of the

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equipment required for flight in PBN airspace or on routes requiring

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PBN navigation capability. Ensure that maintenance action has been

taken to correct defects in the required equipment;
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During the external inspection of an aircraft, if possible, check the

condition of navigation antennas and the condition of the fuselage skin
on
in the vicinity of each of these antennas (this check may be

accomplished by a qualified and authorized person other than the
nc
pilot, e.g. a flight engineer or maintenance person);

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Review the contingency procedures for operations in PBN airspace or

on route requiring a PBN navigation capability. Crew must be able to
recognize, and ATC must be advised, when the aircraft is no longer
able to navigate to its PBN navigational capability;
Ensure that on-board navigation data must be current and include
appropriate procedures. Navigation databases are expected to be
current for the duration of the flight;
Chapter 8
Loading and cross check FMS routes and waypoints sequence,

waypoint transition, leg length, magnetic bearing, altitude constraint
and speed constraint against charts
Note: Differences of 3 degree of magnetic variation are
operationally acceptable
Pilots must not fly an RNAV 1 or RNAV 2 SID or STAR unless it is
retrievable by route name from the on-board navigation database and
conforms to the charted route. However, the route may subsequently
be modified through the insertion or deletion of specific waypoints in
response to ATC clearances. The manual entry, or creation of new
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waypoints by manual entry, of latitude and longitude is not permitted.
Additionally, pilots must not change any RNAV SID or STAR database
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waypoint type from a fly-by to a flyover or vice versa.
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Availability of NAVAIDs Infrastructure Considerations
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NAVAIDs availability
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During the preflight planning phase, the availability of the NAVAID
infrastructure, required for the intended routes, including any non-
GNSS contingencies, must be confirmed for the period of intended
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PBN operations. de
The on-board navigation data must be current and appropriate for the
region of intended operation and must include the NAVAIDs,
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waypoints, and relevant coded ATS routes for departure, arrival, en-
route, and alternate airfields.
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GNSS RAIM availability

As the RNP specifications are based upon GNSS. GNSS is the
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primary navigation sensor to support RNP operations.

For all RNP and if applicable for RNAV operations, where GNSS
if
integrity is required, the GPS RAIM availability in areas of intended

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operations should also be determined as appropriate. En-route RAIM

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levels are required for PBN operations can be verified either through
NOTAMs (where available) or through prediction services. The
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operating authority may provide specific guidance on how to comply

with this requirement (e.g. if sufficient satellites are available, a
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prediction may not be necessary). Operators (pilots and dispatchers)

should be familiar with the prediction information for the intended
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route.
RAIM availability prediction should take into account the latest GPS
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constellation NOTAMs and avionics model. The service may be

provided by the ANSP, avionic manufacturer, other entities or through
an airborne receiver RAIM prediction capability.
In the event of a predicted, continuous loss of appropriate level of fault
detection of more than five minutes for any part of the PBN operation,
the flight planning should be revised (i.e. delaying the departure or
planning different departure/arrival/approach procedures).
RAIM availability prediction software is a tool used to assess the
expected capability of meeting the navigation performance. Due to
unplanned failure of some GNSS elements, pilot/ANSP must realize
Chapter 8
that AIMS or GPS navigation may be lost altogether while airborne,

which may require reversion to an alternative means of navigation.
Therefore, pilots should assess their capability to navigate (potentially
to an alternate destination) in case of failure of GPS navigation.
In-Flight Operating Procedures

PBN operations should not be requested or filed RNAV/RNP routes
unless pilots satisfy that all the criteria in the relevant State documents
can be met. If an aircraft not meeting the criteria receives a clearance
from ATC to conduct the PBN procedure, the pilot must advise ATC
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that he/she is unable to accept the clearance and must request
alternate instructions.
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Pilots must adhere to any AFM limitations, instructions identified by
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the manufacturer or operating procedures required to maintain the
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navigation accuracy specified for the procedure as necessary to
comply with the performance based requirements.
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Pilots must confirm that the navigation database is up to date. At
system initialization, pilots must confirm the navigation database is
d
current and verify that the aircraft position has been entered correctly.
de
Pilots must verify proper entry of their ATC assigned route upon initial
clearance and any subsequent change of route. Pilots must ensure
oa
the waypoints sequence, depicted by their navigation system,
matches the route depicted on the appropriate chart(s) and their
assigned route.
nl
Pilots should cross-check the cleared flight plan by comparing charts

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or other applicable resources with the navigation system textual

display, if applicable. If required, the exclusion of specific NAVAIDs
d
should be confirmed. During the flight, where feasible, the flight

progress should be monitored for navigation reasonableness, by
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cross-check with conventional NAVAIDs using the primary displays in

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conjunction with the CDU.

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During the flight, where feasible, the pilot should use available data
from ground-based NAVAIDs to confirm navigation reasonableness.
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Pilots should use a lateral deviation indicator, flight director or

autopilot in the lateral mode. Pilots may also use a navigation map
on
display without a flight director or autopilot for most PBN operations

except APCH phase. Pilots of aircraft with a lateral deviation display
nc
must ensure that lateral deviation scaling is suitable for the navigation
accuracy associated with the route/procedure (e.g. full-scale
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deflection: ± ‘x’ NM).

Pilots are expected to maintain route center lines, as depicted by on-
board lateral navigation indicators and/or flight guidance, during all
PBN operations, unless authorized by ATC or under emergency
conditions. For normal operations, cross-track error/deviation (the
different between the PBN system-computed path and the aircraft
position relative to the path) should be limited to ± ½ the navigation
accuracy associated with the procedure or route. Brief deviations from
this standard (e.g. overshoots or undershoots) during and immediately
Chapter 8
after procedure/route turns, up to a maximum of one time the

navigation accuracy are allowable.
Note: Some aircraft do not display or compute a path during turns;
pilots may not be able to adhere the +/- ½ accuracy standard
during route turns but are still expected to satisfy the
standard during intercepts of the final track following the turn
and on straight segments.
If ATS issues a heading assignment taking the aircraft off a route, the
pilot should not modify the flight plan in the PBN system until a
clearance is received to rejoin the route or the controller confirms a
new clearance. When the aircraft is not on the published
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route/procedure, the specific accuracy requirement does not apply.
Manually selecting aircraft bank limiting functions may be reduce the
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aircraft’s ability to maintain its desired track and are not
in
recommended. Pilots should recognize that manually selectable
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aircraft bank-limiting functions might reduce their ability to satisfy ATC
path expectations, especially when executing large angle trues. This
or
should not be constructed as a requirement to deviate from aeroplane
flight manual procedures; rather, pilots should be encouraged to limit
d
the selection of such functions within accepted procedures.
de
Pilots must include mandatory cross-checking procedures to identify
navigation errors in sufficient time to prevent aircraft from inadvertent
oa
deviation from ATC cleared routes.
Pilots must adhere with altitude and speed constraint. Pilots must also
nl
advise ATC of any deterioration or failure of the navigation equipment

below the navigation performance requirements or of any deviations
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required for a contingency procedure

En-route – Oceanic/Remote area
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All aircraft operating in oceanic and remote airspace must be fitted

with two fully serviceable independent Long Range Navigation
if
Systems (LRNSs) comprising an INS, an IRS FMS or a GNSS, with

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an integrity such that the navigation system does not provide an

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unacceptable probability of misleading information.

Aircraft incorporating dual GNSS
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Aircraft approved to use GNSS as a primary means of the navigation

for oceanic and remote operations, in accordance with the
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appropriate aviation authority’s requirements, also meet the RNAV

10, RNP 4, or RNP 2 requirements without time limitations
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Aircraft incorporating dual INS or IRUs – extended time limit

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Aircraft equipped with dual INS or IRU systems approved have been
determined to meet RNAV 10 requirements for up to 6.2 hours of
flight time. The timing start from when the systems are placed in
navigation mode or at the last point at which the systems are ground
updated. And operators may extend their RNAV 10 navigation
capability time by automatic updating using DME/DME = baseline
minus 0.3 hours (e.g. an aircraft that has been approved for 6.2
hours can gain further 5.9 hours following an automatic DME/DME
effect of en-route update).
Chapter 8
At least two LRNSs capable of satisfying the navigation specification

must be operational at the oceanic entry point or the entry point of
the remote RNP airspace. If an item of equipment required for PBN
operations is unserviceable, then the pilot should consider an
alternate route which does not require that particular equipment or
having to make a diversion for repairs.
Before entering oceanic airspace, the position of the aircraft must be
checked as accurately as possible by using external NAVAIDs. This
may require DME/DME and/or VOR checks to determine Navigation
System Error (NSEs) through displayed and actual positions. If the
system must be updated, the proper procedures should be followed
ed
with the aid of a prepared checklist.
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Terminal area
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Pilots must not fly a PBN SID or STAR unless it is retrievable by
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route name from the on-board navigation database and conforms to
the charted route. However, the route may subsequently be modified
or
through the insertion or deletion of specific waypoints in response to
ATC clearances. The manual entry or creation of new waypoints by
d
manual entry, of latitude/longitude or radial/DME values is not
de
permitted. Additionally, pilots must not change any PBN SID or
STAR database waypoint from a fly-by to a fly-over or vice versa.
oa
Whenever, possible PBN route in the en-route domain should be
extracted from the database in their entirely, rather than loading
nl
individual waypoints from the database into the flight plan. However,
it is permitted to select and insert individual, named fixes/waypoints
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from the navigation database, provided all fixes along the published
route to be flown are inserted. Moreover, the route may
d
subsequently be modified through the insertion or deletion of specific

waypoints in response to ATC clearances. The creation of new
if
waypoints by manual entry of latitude and longitude or radial/DME is

d
not permitted, except otherwise, has been cleared by an ATC

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clearance.
Pilots should cross-check the cleared flight plan by comparing charts
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or other applicable resources with the navigation system textual

display and the aircraft map display, if applicable. If required, the
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exclusion of specific NAVAIDs should be confirmed.

Note: Pilots may notice a slight difference between the navigation
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information portrayed on the chart and their primary

navigation display. Differences of 3 degrees or less may
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result from the equipment manufacturer’s application of

magnetic variation and are operationally acceptable.
RNAV/RNP SID specific requirements
Prior to commencing take-off, the pilots must verify the aircraft’s
PBN system is available, operating correctly, and the correct airport
and runway data are loaded. Prior the flight, pilots must verify their
aircraft navigation system is operating correctly and the correct
runway and departure procedure (including any applicable en-route
transition) are entered and properly depicted. Pilots who are
Chapter 8
assigned a PBN departure procedure and subsequently receive a

change of runway, procedure or transition must verify the
appropriate changes are entered and available for navigation prior
to take-off. A final check of proper runway entry and correct route
depiction, shortly before take-off, is recommended.
PBN engagement altitude; the pilots must be able to use RNAV
equipment to follow flight guidance for lateral navigation, e.g. lateral
navigation no later than 500 ft above the airport elevation. The
altitude at which PBN guidance begins on a given route may be
higher (e.g. climb to 1,000 ft then direct to ___).
Pilots must use an authorized method (lateral deviation
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indication/navigation map display/flight director/autopilot) to achieve
an appropriate level of performance for PBN.
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When using GNSS, the signal must be acquired before the take-off
in
commences. The departure airport must be loaded into the flight
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plan in order to achieve the appropriate navigation system
monitoring and sensitivity.
or
RNAV/RNP STAR specific requirements
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Prior to the arrival phase, the pilots should verify that the correct
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terminal route has been loaded. The active flight plan should be
checked by comparing the charts with the map display (if applicable)
oa
and the MCDU. This includes confirmation of the waypoint
sequence, reasonableness of track angles and distances, any
altitude or speed constraints, and, where possible, which waypoints
nl
are fly-by, and which are fly-over. If required by a route, a check will
ow
need to be made to confirm that updating will exclude a particular

NAVAID. A route must not be used if doubt exists as to the validity
d
of the route in the navigation database.

Note; As a minimum, the arrival checks could be a simple
if
inspection of a suitable map display that achieves the

d
objectives of this paragraph.

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Pilots must verify their aircraft navigation system is operating

correctly, and the correct arrival procedure and runway (including
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any applicable transition) are entered and properly depicted.

The creation of new airports by manual entry into the PBN system
on
by the pilot would invalidate that achieves the route and is not
permitted.
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Where the contingency procedure requires reversion to a

conventional arrival route, necessary preparations must be
U
complete before commencing the PBN route.

Procedure modifications in the terminal area may take the form of
radar headings or ‘direct to’ clearances and the pilot must be
capable of reacting in a timely fashion. This may include the insertion
of tactical waypoints loaded from the database. Manual entry or
modification by the pilot of the loaded route, using temporary
waypoints or fixes not provided in the database, is not permitted.
Pilots must verify their aircraft navigation system is operating
correctly and the correct arrival procedure and runway (including any
applicable transition) are entered and properly depicted.
Chapter 8
Although a particular method is not mandated, any published altitude

and speed constraints must be observed. Unless, authorized to
deviate by ATC clearances or under emergency conditions.
RNP APCH Procedure
Prior to commencing the procedure
In additional to the normal approach procedure, before the IAF and
compatibility with crew workload, the pilot must verify the correct
procedure was loaded/retrieved from the navigation database and
comparison with the approach charts. The check must include:
(i) The waypoint sequence; and
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(ii) Reasonableness of the tracks and distances of the approach
legs, and the accuracy of the inbound course and length of the
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Final Approach Segment (FAS).
in
The pilot must also check using the published charts, the map
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display or CDU, which waypoints are fly-by, and which are fly-over.
The pilot must verify that during the approach the GNSS sensor is
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used for position computation. The current airport barometric
altimeter setting should be input at the appropriate time and location.
d
If the missed approach procedure is based on conventional means
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(e.g. NDB, VOR, DME), related navigation equipment must be
installed and be serviceable.
oa
An alternate conventional NAVAIDs approach procedure at a
destination or an alternate airport shall be available and operational.
When the operation is predicated on the availability of RAIM, the
nl
pilot should perform a new RAIM availability check if ETA is more

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than 15 minutes different from the ETA used during the preflight
planning.
d
ATC tactical interventions in the terminal area may include radar

headings, ‘direct to’ clearances which bypass the initial legs of an
if
approach, interception of an initial or intermediate segment of an

d
approach, or the insertion of waypoints loaded from the database. In

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complying with ATC instructions, the pilot should be aware of

implications for the RNP system:
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The manual entry of coordinates into the RNP system by the

pilot for operation within the terminal area is not permitted; and
on
(iii) ‘Direct to’ clearances may be accepted to the IF provided that

the resulting track change at the IF does not exceed 45
nc
degrees.
Note: ‘Direct to’ clearance to FAF is not acceptable
U
The lateral definition of the flight path between the FAF and the
MAPt must not be revised by the pilot under any circumstances.
During the procedure
The aircraft must be established on the final approach course no
later than the FAF before starting the descent (to ensure terrain and
obstacle clearance).
The crew must check the approach mode annunciator is properly
indicating approach mode integrity within 2 NM before the FAF.
Chapter 8
The appropriate displays must be selected so that the following

information can be monitored:
(i) The RNAV-computed desired path; and
The aircraft position relative to the path (cross-track deviation)
for Flight Technical Error (FTE) monitoring.
(ii) The procedure must be discontinued:

If the navigation display is flagged invalid; or
ed
In case of Loss of Integrity (LOI) alerting function; or
If integrity alerting function is annunciated not available before
t
in
passing the FAF; or
pr
If FTE is excessive.
or
The missed approach must be flown in accordance with the
published procedure. Use of the RNP system during the missed
d
approach is acceptable, provided:
de
(i) The RNP system is operational (e.g. no loss of function, no
Navigation System Error (NSE) alert, no failure indication); and
oa
(ii) The whole procedure (including the missed approach) is loaded
from the navigation database.
nl
Pilots must use a lateral deviation indicator, flight director and/or

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autopilot in lateral navigation mode, and vertical navigation mode, if

available and compatible. Pilots of aircraft with a lateral deviation
d
indicator (e.g. CDI) must ensure that lateral deviation indicator

scaling (full-scale deflection) is suitable for the navigation accuracy
if
associated with the various segments of the procedure (i.e. ± 1.0 NM

d
for the initial and intermediate segments, ± 0.3 NM for the AFS down
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to LNAV or LNAV/VNAV minima, and ± 1.0 NM for the missed

approach segment). All pilots are expected to maintain procedure
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Centre lines, as depicted by on-board lateral deviation indicators

and/or flight guidance during the whole approach procedure, unless
on
authorized to deviate by ATC or under emergency conditions. For

normal operations, cross-track error/deviation (the difference
nc
between the RNP system computed path and the aircraft position
relative to the path) should be limited to ± ½ the navigation accuracy
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associated with the procedure (i.e. 0.5 NM for the initial and
intermediate segments, 0.15 NM for the FAS, and 0.5 NM for the
missed approach segment). Brief deviations from this standard (e.g.
overshoots or undershoots) during and immediately after turns, up to
a maximum of one-times the navigation accuracy (i.e. 1.0 NM for the
initial and intermediate segments), are allowable.
When Barometric-VNAV is used for vertical path guidance during the
FAS, deviations above and/or below the Baro-VNAV path must not
exceed +75 ft / -75 ft, respectively.
Chapter 8
Pilots must execute a missed approach if the lateral deviations, if

provided, exceed the criteria above, unless the pilot has in sight the
visual references required to continue the entire approach.
Contingency Procedures
The pilot must notify ATC of any loss of the PBN capability (integrity
alerts or loss of navigation) or when the PBN performance ceases
to meet the requirements for PBN requirements of the desired ATS
route (e.g. In the event that navigation display is flagged invalid due
to a RAIM alert), together with the proposed course of action. If
ed
unable to comply with the requirements of an RNAV/RNP route for
any reason, pilots must advice ATS as soon as possible. The pilot
t
should revert to an alternative means of navigation and advise ATC
in
for requesting a conventional procedure or radar vector.
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In event of communications failure, the pilot should continue with the
published lost communications procedure.
or
RADAR
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Weather Avoidance
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Whenever flying in IMC when thunderstorm activity is forecast or expected,
use the radar to provide a timely warning of CB activity and guidance for
oa
appropriate avoiding action. Furthermore, it is for avoidance of severe
weather, not for penetration. Ask ATC for a deviation around the buildup
nl
area.
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Note: When the radar is operated in the contour mode while flying in heavy
rain, the transmitted signal is attenuated by water droplets and black
d
contour holes might not be shown.

if
Navigation
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According to Nok policies, Nok does not use weather radar map
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mode/contour mode for navigation except only sub-information. Radar

mapping must not be used to provide an information and/or determine the
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position of the aircraft when below minimum altitude(s).

Prominent landmarks, such as cities, coastlines and lakes are readily seen
on
on the scope. Other targets will require careful interpretation of the return
picture to avoid mistakes. Targets such as mountain ridges can be taken
nc
for coastlines, rivers and lakes may disappear under snow and ice in winter.
However, when the radar indicates that navigation may be in error, use
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utmost care to ensure safe terrain clearance.

ADF
General
As different types of ADF are used in the Company, the following text will
contain only such information generally applicable. Specific tuning
procedures will be found in the respective FCOM/AOM.
In order to avoid misunderstanding, ADF 1 shall also be named RED
(LEFT) and ADF 2 shall also be named GREEN (RIGHT) depending on
aircraft type when applicable.
Chapter 8
PF shall order station(s) to be tuned in case he does not exceptionally

handle the ADFs himself. Do not change to other stations without PF’s order
or consent.
When PF is going to use an ADF tuned by PNF, he shall make sure that
the ADF is tuned correctly. PNF shall inform PF when the tuning is
completed and also of any abnormal behavior of the ADF.
Take-off
Prior to take-off, RED (ADF 1/LEFT) should be tuned to a station suitable
to facilitate the keeping of the prescribed track and GREEN (ADF 2/RIGHT)
to a station usable for approach in case an immediate return is necessary.
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The above procedure shall be considered the normal standard but may be
t
changed on the P-i-C’s discretion, e.g. if the two ADFs are needed during
in
climb according to departure procedures.
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En Route
Whenever an ADF is used for establishing an en route position, the
or
following shall be observed:
d
The ADFs shall be monitored frequently by listening and the tuning shall
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be readjusted if required. If the indication seems unreliable, recheck that it
is correctly tuned and identified;
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If a 180° error is suspected, make a check by using the other ADF, by
means of cross bearings from other stations, or when possible, by flying
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another heading until the location of the station can be determined by the
increase or decrease in magnetic bearing.
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On aircraft equipped with automatic tuning, pilots must monitor that the
tuning is correct regarding stations and frequencies.
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NDB Approach
if
Available ADFs shall be tuned to the navigation facilities prescribed in the

d
actual procedure.
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Only One Station Available in the Terminal Area

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When approaching the station in the terminal area, tune both ADF receivers
to the station.
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Two or more Stations Available in the Terminal Area

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When commencing an approach, tune RED (ADF 1/LEFT) to the station

situated nearest the touchdown point and stay there until touchdown. Tune
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GREEN (ADF 2/RIGHT) to the other station suitable for the approach.
Preselect Position
The preselect positions on the ADF control panel shall be preset for go-
around in accordance with a missed approach procedure in approach
charts.
Note: Carefully monitor the approaches based exclusively on ADF
indications and continuously check the correct tuning and identification of
the stations concerned. Any discrepancy from expected indications shall be
treated as a malfunction and the approach abandoned until the discrepancy
Chapter 8
has been clarified.

Under certain abnormal wave propagation conditions, the carrier wave of
NDB with limited range might be disturbed even if tuning and identification
are correct.
Other Approach
In all other approaches, where NDB stations are available, the ADFs should
be tuned according to above item - NDB Approach.
Marker
Use of Marker System
ed
Whenever a marker system is part of a published procedure, the system
t
shall be fully utilized and monitored by pilots as follows:
in
(i) Set both marker audio volumes as required.
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(ii) Set marker sensitivity switches in low position if applicable.
When a marker indication is received, check position of aircraft and/or
or
start timing if required.
Relevant to the operations (long range navigation)
d
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At present NOK does not have LONG RANGE operation. To be
added more information if NOK operates.
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In-Flight re-planning
General
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As the flight progresses, the weather trends and other factors affecting the
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safety of the flight shall be carefully monitored.

Re-planning may be done throughout the flight when the planned operating
d
conditions have changed so much that further adherence to the original

if
flight plan is unacceptable or impractical.

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The re-planning during flight is normally done by the P-i-C using the same
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criteria as for pre-flight planning, however flight dispatcher may be

coordinated for assistance. Thus in such case, where practicable, the
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verification of agreement between the P-i-C and flight dispatcher shall be

recorded by means of electronic method, e.g. ACARS.
on
P-i-C should request air traffic control delay information from ATC when
unanticipated circumstances may result in landing at the destination airport
nc
with less than either:

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The final reserve fuel plus any fuel required to proceed to an alternate
airport; or
The fuel required to operate to an isolate airport. It shall be carried out
when:
The weather conditions at the destination/ secondary destination or
alternate(s) make a landing uncertain;
Fuel penalties due to ATC restrictions or unfavorable winds exceed
contingency fuel and extra fuel, if carried;
Chapter 8
The runway conditions hinder landing at the destination/secondary

destination or alternate(s);
The aircraft performance is seriously impaired by malfunctions;
The holding time at the destination/secondary destination is expected
to exceed that for which fuel is available;
After re-planning, the remaining fuel must be enough for the flight to
proceed to its destination from the re-planning position without
infringing the minimum fuel requirements.
Continuation Procedure
ed
The P-i-C shall only continue towards the planned destination aerodrome if
the latest information available indicates that, at the expected time of arrival
t
in
(ETA), the weather conditions at the destination aerodrome or at least one
destination alternate aerodrome, are at or above the applicable aerodrome
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planning minima prescribed in OM-A 8.1—Flight Preparation.
or
Re-planning Procedures
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Replanning with Alternate
Change of destination
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If considered a new destination is required for the continuation of the
flight, a re-planning has to be done according to the flight planning
nl
procedures, prescribed in OM‐A 8.1—Flight Preparation.

ow
However, if flight time to the new destination is one hour or less, the
actual weather at that destination can be used for a re-planning even
d
the forecast at ETA is below applicable landing minima.

if
Change of alternate
d
If the updated weather forecast indicates that, during the period

commencing 1 hour before and ending 1 hour after the ETA,
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RVR/Visibility and ceiling (depending on the type of approach) for

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the planned alternate are below the alternate requirements as stated

in OM‐A 8.1—Flight Preparation, a re-planning for the new alternate
on
shall be taken into consideration provided that the remaining fuel so

permits.
Re-planning without Alternate
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Proceeding to the destination, while en-route or holding overhead

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destination, without diversion fuel may be done if all the following are
fulfilled:
Flight time to the destination is one hour or less;
Two separate runways meeting the landing requirements for the
aircraft type are available;
No heavy showers or thunderstorms are expected;
Estimated remaining fuel upon landing is not less than final reserve
fuel;
Chapter 8
The ATS situation indicates that a landing can be made without

excessive delay; and  
The actual weather in combination with the forecast indicate that, at
the expected time of arrival  at the destination, the weather is at or
above the requirements for alternate planning minima as stated in
OM-A 8.1—Flight Preparation.
Some or all of these requirements may, in exceptional cases, be
disregarded by the P-i-C if conditions at the alternate prevent a
landing or make it highly uncertain.
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Minimum Remaining Fuel
Whenever the P-i-C is aware that the remaining fuel upon landing will be
t
below the final reserve fuel, he must request landing priority or even declare
in
an emergency if situation so requires.
pr
or
Diversion
Diversion shall be made early enough to ensure that the flight arrives over
d
the initial approach fix at the alternate with sufficient fuel for a safe approach
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and landing plus at least final reserve fuel.
System Degradation
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Any degradation of on-board equipment which occurs must be taken
nl
into consideration for any in-flight planning/re-planning with regard to

destination and alternate weather, and for fuel planning for en-route
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conditions.
Any downgrading of ground facilities which occurs must be assessed
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with regard to possible increased landing minima at destination and/or

if
alternate airports
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Reduced Vertical Separation Minima (RVSM)

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Definition
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(i) Altimetry system error (ASE) means the difference between the
altitude indicated by the altimeter display, assuming a correct
on
altimeter barometric setting, and the pressure altitude

corresponding to the undisturbed ambient pressure
nc
(ii) Total vertical error (TVE) means the vertical geometric difference
between the actual pressure altitude flown by an aircraft and its
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assigned pressure altitude (flight level).

Requirements - CAAT State of Compliance Appendix R.
The minimum equipment requirement is:
(i) Two independent altitude measurement systems. Each system
will need to be composed of the following elements:
(ii) Cross-coupled static source system, with ice protection if located
in areas of ice accretion;
Chapter 8
(iii) Equipment for measuring static pressure sensed by static

source, converting it to pressure altitude and displaying the
pressure altitude to the flight crew;
(iv) Equipment providing a digitally encoded signal corresponding to
the pressure altitude, for automatic altitude reporting purpose;
(v) Static source error correction (SSEC), if needed to meet RVSM
performance criteria;
(vi) Signal referenced to a pilot selected altitude for automatic control
and alerting.
(vii) One secondary surveillance radar transponder with altitude
reporting system that can be connected to the altitude
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measurement system in use for altitude keeping.
(viii) An altitude alerting system.
t
(ix) An automatic altitude control system.
in
(x) The MEL obviously reflects the requirement of equipment.
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Shall also comply with the airworthiness aspects of operation approval
requirements set out in AOCR Chapter 8 paragraph 8.18.3
or
If NOK seeking RVSM operational approval shall also demonstrate to
d
the satisfaction of the Authority that the vertical navigation
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performance capability of the aeroplane meets the MASPS
requirements
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The altimetry system performance for operation in RVSM airspace in
respect of groups of aeroplanes that are nominally of identical design
nl
and build with respect to all details that could influence the accuracy
of height-keeping performance capability shall be such that the total
ow
vertical error (TVE) for the group of aeroplanes shall have a mean no
greater than 25 m (80ft) in magnitude and shall have a standard
d
deviation no greater than 28 - 0.013z2 for 0 ≤ z ≤ 25 when z is the

magnitude of the mean TVE in meters, or 92 - 0.004z2 for 0 ≤ z ≤ 80
if
where z is in feet
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In addition, the components of TVE shall have the following

characteristics:
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(i) The mean altimetry system error (ASE) of the group shall not
exceed 25m (80ft) in magnitude;
on
(ii) The sum of the absolute value of the mean ASE and of three
standard deviations of ASE shall not exceed 75 m (245 ft); and
nc
(iii) The differences between cleared flight level and the indicated
pressure altitude actually flown shall be symmetric about a
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mean of 0 m (0 ft), with a standard deviation no greater than

13.3 m (43.7 ft), and in addition, the decrease in the frequency
of differences with increasing difference magnitude shall be at
least exponential.
In respect of aeroplanes for which the characteristics of the airframe
and altimetry system fit are unique and so cannot be classified as
belonging to a group of aeroplanes encompassed by paragraphs 3.1
and 3.2, the height-keeping performance capability shall be such that
Chapter 8
the components of the TVE of the aeroplane have the following

characteristics:
The ASE of the aeroplane shall not exceed 60 m (200 ft) in magnitude
under all flight conditions; and
The difference between the cleared flight level and the indicated
pressure altitude actually flown shall be symmetric about a mean of 0
m (0 ft), with a standard deviation no greater than 13.3 m (43.7 ft), and
in addition, the decrease in the frequency of differences with
increasing difference magnitude shall be at least exponential.
With effect from 18 November 2010, the company with RVSM
ed
operational approval shall set in place a programmed to ensure that a
minimum of two aeroplanes of each aeroplane-type grouping have
t
in
their height-keeping performance monitored at least once every two
years or within intervals of 1000 flight hours per aeroplane, whichever
pr
period is the longer
If the company’s aeroplane-type grouping consists of a single
or
aeroplane, monitoring of that aeroplane shall be accomplished within
the specified period.
d
de
B737-800 aircraft is RVSM approved as AOC Ops spec.
General Concept
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RVSM is the application of 1,000 ft vertical separation between FL290
nl
to FL410 in the designated area of operations in order to increase the

use of airspace while keeping the same level of safety which can be
ow
achieved by monitoring the altitude accuracy of the aircraft. All aircraft

intending to operate in the RVSM airspace must have the specific
d
approval for such operations from either the aviation authority of the
state in which the aircraft is registered or the aviation authority of
if
operator. Flight crew are required to have an awareness of the criteria

d
for operating in RVSM airspace and be trained accordingly on flight

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planning, pre-flight procedures, in-flight procedures, entry to RVSM

airspace procedures, contingency procedures and post flight
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procedures.
Some countries or UIR have their own vertical separation rules and
on
specific RVSM FL. China is an example of country having their own

vertical separation rules.
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Aircraft Certification Status

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Before entering RVSM airspace, the following equipment should be

operating normally:
(i) Two primary altimetry systems;
(ii) One automatic altitude-keeping device;
(iii) One altitude-alerting device; and
(iv) One SSR transponder with an altitude reporting system.
(v) The pilot must notify ATC whenever the aircraft:
Chapter 8
(vi) No longer RVSM compliant due to equipment failure; or

(vii) Loss of redundancy of altimetry systems; or
(viii) Encounters turbulence that affects the capability to maintain
flight level.
(ix) During cleared transition between levels, the aircraft should not
overshoot or undershoot the assigned FL by more than 150 ft.
Except in an ADS or radar environment, pilots shall report
reaching any altitude assigned within RVSM airspace.
RVSM Operations
ed
(i) Operational approval
RVSM is the application of 1,000 ft vertical separation between
t
in
FL290 to FL410 in the designated area of operations in order to
increase the use of airspace while keeping the same level of
pr
safety which can be achieved by monitoring the altitude
accuracy of the aircraft. All aircraft intending to operate in the
or
RVSM airspace must have the specific approval for such
operations from either the aviation authority of the state in
d
which the aircraft is registered or the aviation authority of
de
operator. Flight crew are required to have an awareness of the
criteria for operating in RVSM airspace and be trained
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accordingly on flight planning, pre-flight procedures, in-flight
procedures, entry to RVSM airspace procedures, contingency
nl
procedures and post flight procedures.

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(ii) RVSM procedures

A general summary of these procedures is provided below, for
d
information only:
Pre-flight
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 Check that the aircraft is capable of RVSM;

d

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Check that the aircraft is approved for RVSM;

 Check that the required equipment for RVSM is operative
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(MEL);
 Check that no maintenance log entry and concerning
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defects may affect RVSM capability. Corrective actions

shall be taken, if necessary;
nc
 Check, on ground, that at least two main altitude indications

are within the tolerances indicated in the FCOM;
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 Review the weather forecast paying particular attention to

severe turbulence, which may affect aircraft altitude, in
order to maintain the required RVSM performance;
 Check that the letter “W “is written in field 10 of the ATC
Flight Plan to indicate RVSM capability.
Prior to entry into RVSM
The required minimum equipment must be operative otherwise,
a new clearance to avoid RVSM airspace must be obtained:
Chapter 8
 Two ADRs (or two ADCs), and two main altitude indications
 One ATC transponder;
 One AP in ALT and OPEN CLB/DES (or LVL/CH) modes;
 FCU altitude selection and OPEN CLB/DES (or LVL/CH)
selection;
 One FWC for altitude alert function.
At least two main altimeter indications on the STD setting must
be within 200 feet. If only two ADRs (or two ADCs) are operative,
record significant main and standby altimeter indications for
reference, in case of subsequent altimeter failure.
ed
Within RVSM airspace
t
in
Keep AP in command for cruise and level changes. When
making a level change, monitor AP guidance so as not to
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overshoot the assigned FL by more than 150 ft. Approximately
every hour, check the altitude indications. At least two main
or
indications should be within 200 ft.
Post flight
d
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Report any malfunction or deviation in relation to the altitude
keeping capability, and any failure of the required RVSM
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equipment.
In-flight abnormal procedures
nl
When flying within RVSM airspace, the ATC must be informed

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in case of:
 Failure of both APs;
d
 Loss of altimeter indication redundancy. Only one main

if
indication remains;
d
 Excessive discrepancy of altitude indications without

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means of determining which indication is valid;

 Encounter with severe turbulence;
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 Abnormal situation, preventing the aircraft from maintaining

the assigned FL, if one AP is unable to keep the assigned
on
altitude, select the other AP.

(iii) Suspension or revocation of RVSM approval
nc
Operators should report height-keeping deviations to the

responsible authority when the deviation exceeds:
U
 A total vertical error of 300 ft (for example, measured by an

HMU);
 An altimetry system error of 245 ft;
 An assigned altitude deviation of 300 ft.
These errors, caused by equipment failures or operational
errors, may lead the responsible authority to suspend or revoke
the NOK’s RVSM approval. It is therefore important for NOK to
report any poor height-keeping performance and to indicate
which corrective actions have been taken.
Chapter 8
(iv) Contingency Procedures

The following procedures are applicable primarily when rapid
descent, turn-back or both are necessary. If unable to continue
according to the ATC clearance, obtain a re-clearance whenever
possible prior to initiating any action, using the radiotelephony
distress or urgency signal. This shall also apply to aircraft unable
to maintain the navigation accuracy required for MNPS and
RVSM operation to maintain safe separation between aircraft.
(v) If prior clearance cannot be obtained:
The pilot shall broadcast the position (including ATS designator
ed
or the track code) and  intentions, on 121.500/123.450 MHZ at
suitable intervals unit ATC clearance is received;
t
Switch on all exterior aircraft lights and look out for possibly
in
conflicting traffic;  
pr
Initiate all necessary action to ensure the safety of the flight; nd
If unable to maintain assigned flight level, climb or descend 500
or
ft and maintain this  intermediate flight level.  
d
In addition, when flying in OCEANIC airspace System OTS
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(NAT, PAC, CAR/SAM etc.) or remote area, and unable to
comply with ATC clearance.
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(vi) Emergency Procedure (ICAO DOC 4444)
The procedure for in-flight EMERGENCY and CONTINGENCY
nl
cannot cover all cases of irregularities and is a general guide.

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Transponder code setting maintains what previously assigned

by ATC, unless the pilot has decided or has been advised
otherwise. If none assigned, set to mode A 7700.
d
(vii) Weather deviation procedures

if
Obtaining ATC priority

d
When in contact with ATC, state "WEATHER DEVIATION

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REQUIRED" to obtain rapid response. The pilots may initiate

communications using the urgency call "PAN PAN" (preferably
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spoken three times) to alert all listening parties to a special

handling condition which may receive ATC priority for issuance
on
of a clearance or assistance.
Revised ATC clearance not obtained
nc
If the aircraft is required to deviate from track to avoid weather

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and prior clearance cannot be obtained, the pilot shall:

 Take actions as prescribed above; and
 For deviations of less than 10NM, aircraft should remain at
the level assigned by ATC; or
 For deviations greater than 10NM, when the aircraft is
approximately 10NM from track, initiate a level change
based on the following criteria:
Chapter 8
Route centerlineZ Deviations >10 NM Level Change
Descend 300 ft Climb

EAST 000°–179° mag. LEFT RIGHT
300 ft
Climb 300 ft Descend
WEST 180°–359° mag. LEFT RIGHT
300 ft
 Then, continue to attempt to contact ATC to obtain a

clearance;
 When returning to track, beat it assigned level when the
ed
aircraft is within approximately 10 NM of route centerline.
(viii) Wake turbulence or distracting aircraft system alerts
t
in
In Asia/Pacific airspace where RVSM is applied, an aircraft that
encounters wake turbulence or experiences distracting aircraft
pr
system alerts, the pilots shall notify ATC and establish contact
with other aircraft on 123.45 MHz, then initiate lateral offset, not
or
to exceed 2 NM from the assigned track. After re-establishing on
assigned track/route, notify ATC.
d
Note: In this circumstance, ATC will not issue clearance and will
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not normally respond to actions taken by pilots.
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d ow
if
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tro
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Chapter 8
Flight Planning
To indicate RVSM approved aircraft, the letter "W" shall be inserted in item
10 of the ATS flight plan.
Phraseology Related to RVSM Operations

Phraseology Purpose
Affirm RVSM For a pilot to report RVSM approval status.
For a pilot to report non-RVSM approval
Negative RVSM
ed
status.
For a pilot to report when severe turbulence
t
Unable RVSM due
in
affects the aircraft's capability to maintain the
turbulence
height keeping requirements for RVSM.
pr
For a pilot to report that the aircraft's
Unable RVSM due
or
equipment has degraded en route below that
equipment
required for flight within the RVSM airspace.
d
For a pilot to report the ability to resume
Ready to resume RVSM de
operations within the RVSM airspace after an
equipment or weather-related contingency.
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Altimeter Setting Procedure

nl
General
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Altimeter Setting procedures are defined in part VI of ICAO "Aircraft

operations" DOC 8168-OPS/611 and in part II of ICAO "Rules of the Air and
d
Traffic Services" DOC 4444-RAC/501/12.

if
Before leaving the ramp or while taxiing, the pressure scales of all
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altimeters shall be set and checked according to the procedures laid down
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in the respective FCOM/AOM.

If it appears that an erroneous QNH value has been obtained, a check on
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the QNH value shall be requested.

on
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Chapter 8
Type of Altimeter Settings

The three different types of altimeter settings are “Standard” (1013.25
hPa/29.92 inHg), QNH and QFE. As indicated below, each setting will result
in an altimeter indication which provide a measure of the vertical distance
with regard to the ICAO Standard Atmosphere (ISA) above the particular
reference datum shown.  
Altimeter Setting Reference Datum Altimeter indication
Standard 1013.25 hPa / 29.92 inHg Flight Level
ed
Local mean sea level
QNH Altitude
pressure
t
in
Height above
QFE Aerodrome elevation
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aerodrome
For vertical separation of aircraft, a system of flight level (FL) is used. Flight
or
levels are related to a pressure datum of 1013.2 hPa (29.92 in) and are
separated by a nominal distance of at least 500 ft (152.4 m) based upon
d
the International Standard Atmosphere (ISA).
de
A feet altimeter, with the pressure scale set to 1013.2 hPa, indicates FL
when the indication is expressed in hundreds of feet. The relation between
oa
FL and altimeter indications is as follows:
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Altimeter Indication
Flight Level Number
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Feet Meters
50 5,000 1,500
d
100 10,000 3,050

if
150 15,000 4,550

d
200 20,000 6,100

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etc. etc. etc.

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Transition altitude shall be specified for each aerodrome and given in

approach charts, and the transition level based on actual pressure situation
on
shall be calculated by ATC and transmitted to the aircraft prior to approach

or given in approach chart. Transition layer is the vertical distance between
nc
the transition altitude and transition level.

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The transition from FL to altitude shall be done at the transition level when
descending and that from altitude to FL at the transition altitude when
climbing.
Chapter 8
Setting Procedure
Area Altimeter setting shall normally be set according to the state rules and
procedure (Hectopascals or Inches or Mercury).
When changing an altimeter setting, each pilot will call out the new setting
and check altitudes. At each resetting of the altimeters, PM/PNF shall call
out the altimeter setting to be set, e.g. “1002" and PF shall answer “1002".
When the altimeters have been set at 1002 hPa, both shall cross-check
the readings by calling out their altimeter readings and comparing the
values, e.g. “4,000 ft" and “4,100 ft", by PF and PNF respectively.
ed
A clear distinction shall be made between the terms “Flight Level” and
“Altitude”, especially when reading back clearances and when reporting
t
positions.
in
The pressure scales of the feet altimeters shall be set to the following
pr
values:
Take-off and initial climb Both feet altimeters shall be set to the
or
applicable QNH for the departure aerodrome (ATIS or latest current
QNH given by ATC, QNH given by ATC takes precedence over the
d
ATIS).
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Climb Set altimeters to STD (1013.2 hPa) when penetrating the
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transition altitude. Baro settings and altitude readings will be cross-
checked.
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Cruise, descent, approach and landing Maintain standard setting

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when flying at or above the transition level. If cruising below or at

transition altitude, both pilot altimeters will be on QNH of the nearest
station available. Set the applicable ATC given QNH later than when
d
penetrating the transition level during descent. When cleared to an

if
altitude below the transition level and provided no further reference to

flight level(s) is indicated or anticipated, for terrain precaution, the
d
change in altimeter settings should be made well in advance of

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reaching the transition level. The meter altimeter is used only with
STD (1013.2 hPa) where applicable.
tro
Missed approach The altimeter settings used while completing a

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missed approach procedure will depend on whether the procedure

can be completed below the transition altitude. The settings shall be
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consistent with the procedures stated above.

Temperature Correction
U
Pressure altimeters are calibrated to indicate true altitude under

International Standard Atmosphere (ISA) conditions. Temperature
deviation from ISA results in erroneous readings on pressure altimeters.
When the temperature is lower than standard, the true altitude is less than
indicated altitude.
Depending on the amount of temperature deviation (on the colder side) and
amount of height to be corrected for, significant deviations between
indicated and true altitude can occur in conditions of extreme cold weather
Chapter 8
where terrain clearance is a consideration, corrections should be

calculated, and a higher indicated altitude established and flown. See OM‐
A 8.1.1.3—Minimum Flight Altitude Corrections; Wind Correction to
determine values to be added to the published altitudes.
Minimum safe altitudes in connection with the approach procedure and
climb-out procedure must be adjusted when the ambient temperature on
the surface is much lower than that predicted by the standard atmosphere.
An approximately correction is 4% height increase for every 10 deg. C
below standard temperature as measured at the aerodrome.
For colder temperatures, a more accurate correction should be obtained
ed
from the following table, which are calculated for a sea level aerodrome.
t
in
Values to be added by the pilot to minimum altitude
pr
Reported Height above the elevation (ft)
OAT
or
(deg.C) 200 300 400 500 600 700 800 900 1000
0° C 20 20 30 30 40 40 50 50 60
d
-10° C 20 30 40 50 de60 70 80 90 100
-20° C 30 50 60 70 90 100 120 130 140
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-30° C 40 60 80 100 120 140 150 170 190
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-40° C 50 80 100 120 150 170 190 220 240

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-50° C 60 90 120 150 180 210 240 270 300

d
if
Reported Height above the elevation (ft)

d
OAT
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(deg.C) 2000 3000 4000 5000

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0° C 120 170 230 280

-10° C 200 290 390 490
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-20° C 280 420 570 710

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-30° C 380 570 760 950

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-40° C 480 720 970 1210

-50° C 590 890 1190 1500
Chapter 8
Altimeter Discrepancies in Flight

If a difference between altimeter readings occurs during climb or cruise is
beyond the limit stated in FCOM/AOM/AFM, the average reading may be
initially used to maintain the flight level or altitude. Followed by verification
altitude or height from the remaining system and other external source, i.e.
primary radar, to determine the most accurate flight level or altitude.
However during RVSM airspace, if two primary altimeter system differ more
than 200 feet, ATC must be notified, followed by contingency procedure will
be performed.
When a different altimeter reading occurs during the descent and approach
ed
phases, the lower reading altimeter may be initially used to determine safer
heights. However, the glide slope height crossing check at the outer
t
markers or equivalent point will be used as a further check, bearing in mind
in
that the glide slope itself may be inaccurate.
pr
Metric Altimetry
or
Before commencing a flight the P-i-C must ensure that current maps, charts
and associated documentation are available to cover the intended
operation of the aeroplane including any diversion which may reasonably
d
be expected. This shall include any conversion tables necessary to support
de
operations where metric heights, altitudes and flight levels must be used.
oa
Before beginning a flight from, to or over regions where metric altimetry is
used, the P-i-C must ensure that ft/meter conversion means are available
nl
to the flight crew. The conversion can be done, thanks to an aircraft system
or thanks to paper conversion tables.
ow
QFE Operation
d
Before beginning a flight from, to or over regions where QFE is used for
operations, the P-i-C must ensure that QFE/QNH conversion means are
if
available to the flight crew.

d
In principle, the normal procedure is to utilize QNH. However, in certain

lle
areas where QNH is not available (or where clearances refer to QFE), QFE
must not be used for take-off/climb and approach/ landing unless a
tro
conversion table QNH is available in Approach Chart.

on
IFR Flight Level Tables—Semi Circular Rules

Not applicable for RVSM spaces (see OM-A 8.3.2.e)—Reduced Vertical
nc
Separation Minimum (RVSM)).

U
Chapter 8
Table 1—Flight levels ICAO rule

180–359 360–179
ft (x100) meters ft (x100) meters
10300
20600 30900
401,200 501,500
601,850 702,150
802,450 902,750
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1003,050 1103,350
t
in
1203,650 1303,950
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1404,250 1504,450
1604,900 1705,200
or
1805,500 1905,800
d
2006,100 2106,400
2206,700
de 2307,000
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2407,300 250 7,600
2607,900 2708,250
nl
2808,550 2908,850
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3109,450 33010,050
d
35010,650 37011,300
if
39011,900 41012,500
d
Note: For China RVSMM, refer to Jeppesen Airways Manual.

lle
For Reduced Vertical Separation Minimum (RVSM), see OM-A

tro
8.3.2.e)—Reduced Vertical Separation Minimum (RVSM).

on
nc
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Chapter 8
Metric/Imperial(ft) Conversion
For operation in areas with metric altitude/flight level assignment,
refer to Jeppesen Route Manual.
t ed
in
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or
d
de
oa
nl
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d
if
d
lle
tro
on
nc
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Chapter 8
t ed
in
pr
or
d
de
For feet to Metric flight level and vice-versa for country specific, refer
to Jeppesen en-route/ approach chart of that country.
oa
Altitude Alerting System Procedures
nl
The purpose of the altitude alerting system is, when manual flying, to alert
the flight crew by the automatic activation of a visual and/or an aural signal
ow
when the aircraft is about to reach or is leaving the pre-selected

altitude/flight level. The system and its operation shall ensure an accurate
d
altitude adherence during all phases of the flight.

if
The altitude alert system is to be used to record cleared altitudes and not
d
as a reminder device for transition levels or reporting altitudes.  

lle
Depending upon the design of the alerting system (refer to FCOM), pre-
warnings are given 1,000 ft before reaching the selected altitude/flight level.
tro
 
on
When climb/descent constraints are part of a departure/arrival clearance,

constraint altitude(s) should be set in the altitude alert system (selected
nc
altitude window) even though such constraints are also entered in the FMS
(as applicable).  
U
When it is necessary to change the selected altitude, the PM/PNF will make
the change cross-checked by the PF.
The use of the altitude alerting system does not in any way release the flight
crew from the responsibility of ensuring that the aircraft levels off or will be
leveled off at the correct altitude or flight level.
Head-up-display (HUD)
A head-up display or heads-up display, also known as a HUD, is any
transparent display that presents data without requiring users to look away
Chapter 8
from their usual viewpoints.

Enhanced Flight Vision System, a real-world visual image can be overlaid
onto the combiner. Typically an infrared camera (either single or multi-band)
is installed in the nose of the aircraft to display a conformed image to the
pilot.
At present NOK does not have HUD OR EVS operation. To be added more
information if NOK operates.
Limitations - High Rates Of Descent At Low Altitudes
ed
Rate of descent policy
t
High rates of descent in close proximity to terrain are dangerous. It is
in
airline policy to discourage high rates of descent and temporary
pr
distraction from altitude monitoring by unexpected events near the ground
that would result in increased risk of CFIT for:
or
Sufficient recognition or alert time to realize that terrain is rapidly
approaching OR.
d
Sufficient response time to accomplish an aircraft escape maneuver
de
once potential terrain conflict is recognized.
oa
The purpose of reducing Terrain closure rate and increasing
recognition/ response in the event of an unintentional conflict with
nl
terrain.
ow
Limitations and procedures

Within 2,000 ft of applicable MSA, the rate of descent should be less than
d
2,000 ft/min. If, in VMC and within sight of the terrain, a descent rate greater
than this is required to comply with an approved ATC procedure, flight crew
if
must pay special attention to flight instruments and to lookout.

d
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Condition Required to Commence or to Continue Instrument

Approach Commencement and Continuation of an Approach
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Precision approach Localizer

APPROACH BAN
on
The Commander or the pilot to whom conduct of the flight has been
delegated may commence an instrument approach regardless of the
nc
reported RVR/Visibility, but the approach shall not be continued beyond the
outer marker, or equivalent position, if the reported RVR/Visibility is less
U
than the applicable minima.

If, after passing the outer marker or equivalent position, the reported
RVR/Visibility falls below the applicable minimum the approach may be
continued to DA/H or MDA/H.
The approach may be continued below DA/H or MDA/H and the landing
may be completed provided that the required visual reference is established
at the DA/H or MDA/H and is maintained.
Remark: Where no outer marker or equivalent position exits the P-i-C or the
pilot to whom conduct of the flight has been delegated shall make the
Chapter 8
decision to continue or abandon the approach before descending below

1,000 ft above the aerodrome on the final approach segment.
Before commencing an approach to land, all NOK flight crew shall have
prescribed training and qualification to carry out that type of approach. The
aircraft must have serviceable equipment related to that type of approach
(e.g., serviceable equipment/ILS instruments for ILS approach). The
ground based navigation and approach aids must be serviceable.
Serviceability of both grounds based, and aircraft equipment must be
continuously monitored during the approach. The operating minima shall
be as per the following clauses in this section.
For further information see OM‐A 8.3.5.b)—Approach
ed
Precision and Non-precision Approach
t
in
Precision approach Localizer
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Descent for final approach shall not be initiated as long as the localizer
shows full scale deflection. After being established, descent must not be
or
continued if localizer deflection is more than one dot. After passing the OM
every effort shall be made to follow the localizer as closely as possible.
d
NOTE: Deviation of 1/3 dot localizer between 100ft and 50ft Radio Height
de
corresponds to approximately 19 m off runway centerline.
Glide path
oa
After intercept, the glide path-deviation shall not exceed one dot as shown.
nl
The glide path shall however be flown as accurately as possible and the
deviation must be virtually “0” upon reaching DH / DA.
ow
NOTE: Deviation of 1⁄2 dot G/P at 100 ft and 50 ft RH corresponds to

approximately 7ft & 4 ft aircraft height.
d
Non-precision approach
if
Descent to the next lower altitudes respectively MDA shall only be

d
started/continued if the QDM/QDR is within+5 of the published final

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approach track and after having passed the respective fix of the procedure.
The descent shall be planned and flown at a slightly higher rate-of-descent
tro
than that corresponding to the approach angle for the procedure. A rate-of-
descent of 2000 ft/min shall, however, not be exceeded.
on
Outer marker check

nc
On all straight-in approaches the following shall be checked/verified upon

passing the OM or substitute as published on the Approach Chart
U
Altitude
Applicable Minimum (to be called Out)
Applicable approach speed/bug setting
Correct setting of flight guidance system
Special items according to FCOM
Time (for non-precision approaches only).
This check is initiated by the flying Pilot who calls out “Outer marker” and
Chapter 8
performed by the assisting Pilot who reports “Outer marker check

completed”.
Decision height/altitude (DH/DA) and Minimum descent altitude (MDA)
 
Upon reaching the respective Minimum, the P-i-C shall decide whether the
flight can safely be continued until landing or a missed approach has to be
initiated. Level flying is authorized for all approaches without glide path
information upon reaching MDA and for all circling approaches upon
reaching MDA for circling. 
ed
A stabilized constant descent rate may also maintain from the final
approach fix until reaching MDA. Rate of descent may be adjusted to reach
t
MDA/ DH at missed approach point.
in
Descent below DH/DA or MDA is considered safe only, if
pr
the visual ground cues backed up by instrument indications permit
assessment of aircraft position and deviation tendency in relation to
or
the ideal approach path, 
d
the quality of the visual ground cues indicates that they will prevail for
de
the remaining phase of approach and landing,
the stabilized aircraft conditions can be maintained avoiding duck
oa
under, excessive sink rates and high bank angles.
nl
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if
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Chapter 8
Summary Approach Procedure

Refer to procedure OM-A 8.3.5.f)
Type of Method of Flight
Approach aid
approach approach monitoring
At DH/DA+100
ft, PF starts to
divide attention
Precision ILS CAT I, Automatic
between flight
approach CAT II/III approach
monitoring and
ed
lookout for visual
guidance.
t
in
Semi-
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automatic or ILS CAT I, At DA/MDA+100
manual PAR/GCA ft, PNF starts to
or
approach divide attention
between flight
d
LOC, ILS monitoring and
Non-precision
approach
Back course,
VOR, NDB,
de lookout for visual
guidance.
oa
PPI/SRE
nl
Cat II Unsatisfactory monitoring

ow
The CAT II Unsatisfactory Autoland Report shall be used to detect

undesirable trends for CAT II operations before they become hazardous,
d
the report as per OM-A 11.2.3 shall be completed.

if
Interception Of Civil Aircraft

d
Information
lle
Military aircraft are often tasked to intercept unknown aircraft, aircraft which
tro
are not in communication with the appropriate ATC agency, and aircraft
which are not responding to attempted ATC contact or have departed from
on
their current clearance.

A civil aircraft is most likely to be intercepted if it has lost communication
nc
with ATC or strays into airspace without appropriate diplomatic or other

clearance and without contact with the appropriate controlling authority.
U
Since the events of 11 September 2001, military interception of aircraft

which are not responding to communications with ATC has become more
likely. Furthermore, because of the potential security issues, such
intercepts are potentially hazardous, and it is important that crews know
what to expect when intercepted and are aware of the signals used by
military aircraft and how to respond.
Procedure for P-i-C of intercepted aircraft
Chapter 8
Procedure for P-i-C of Intercepted aircraft, please refer to OM-A 12 –

Rule of the Air
Visual Signals for use
Visual Signals of Intercepted aircraft, please refer to OM-A 12 – Rule
of the Air.
Aeroplanes Intend to Operate above 49,000FT (15,000 m)

The above altitudes are beyond the operating envelope limitation of the
present company aircraft.
ed
Ground Proximity Warning System (GPWS)/Enhanced Ground
t
Proximity Warning System (EGPWS)
in
All aircraft in NOK fleet are equipped with Enhanced Ground Proximity
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Warning System that has a forward-looking terrain avoidance function. This
system provides automatically a warning to the flight crew when the aircraft
or
is in close proximity to the earth's surface with:
Excessive descent rate.
d
Excessive terrain closure rate. de
Excessive altitude loss after takeoff or go-around.
oa
Unsafe terrain clearance while not in the landing configuration.
nl
Excessive descent below the instrument glide path.

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Ground Proximity Warning System Procedures

The Ground Proximity Warning System (GPWS) is designed to alert pilots
d
that the aircraft position in relation to the terrain is abnormal and, if not
corrected, could result in a controlled flight into terrain (CFIT).
if
GPWS operational functioning is described in the relevant aircraft type

d
FCOM. Associated procedures are given in the relevant aircraft type FCOM
lle
and QRH.
tro
It is the responsibility of the P-i-C to develop and implement a plan which

employs all available resources to ensure adequate terrain clearance.
on
When undue proximity to the ground is detected by any flight crew member
or by a GPWS, the P-i-C or the pilot to whom conduct of the flight has been
nc
delegated shall ensure that corrective action is initiated immediately to

establish safe flight conditions. Do not ignore short duration warnings.
U
Take immediate corrective action. Canceling GPWS warning by pulling

GPWS C/Bis prohibited.
The GPWS must be “ON” from take-off until landing.
The GPWS may not be deactivated (by pulling the circuit breaker or use of
the relevant switch) except when specified by approved procedures. When
a warning occurs during daylight VMC conditions, if positive visual
verification is made that no hazard exists, the warning may be considered
cautionary. A go-around shall be initiated in any case if cause of warning
cannot be identified immediately.
Chapter 8
Any GPWS activation must be reported in writing to the flight operations

whether genuine or spurious.
Where such activation indicates a technical malfunction of the system, an
appropriate entry should also be made in the aircraft maintenance log.
When a warning occurs:
(i) During the night or IMC conditions, an aggressive go-
around/pitch up maneuver shall be immediately initiated. Do
not delay reaction for diagnosis. PF to disengage autopilot,
auto throttle and initiate an aggressive pitch up maneuver with
full available power. PNF to disengage flight director. After
ed
GPWS warning ceases, continue climb to minimum published
safe altitude.
t
in
(ii) During daylight VMC conditions, with terrain and obstacles
clearly in sight, the alert may be considered cautionary. Take
pr
positive corrective action until the alert ceases, or a safe
trajectory is ensured. Operations Manual Part A Chapter 8
or
Operating Procedures Nok Airlines Public Company Limited 8-
180
d
Any GPWS activation must be reported in writing to the Flight Safety
de
Office via ASR whether genuine or spurious. Where such activation
indicates a technical malfunction of the system an appropriate entry
oa
should also be made in the Aircraft Technical Log.
Only Enhanced GPWS (EGPWS) also called TAWS (Terrain
nl
Avoidance and Warning System) have a forward looking facility,

therefore including a predictive terrain hazard warning function so
ow
that some cautions and warnings may be given if the aircraft is

approaching sharply rising terrain.
d
For detailed instructions/procedures, please refer to respective

if
FCOM.
d
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Traffic collision avoidance system (TCAS)/ airborne collision

avoidance system (ACAS)
tro
Also refer to the applicable FCOM/ AOM

Whenever Airborne Collision Avoidance System (ACAS/TCAS) is installed
on
and serviceable, it shall be used in flight. It should be noted that

ACAS/TCAS may not be capable of accurately resolving the bearing and
nc
heading of conflicting traffic;

U
Traffic Advisory (TA) information of conflicting-traffic-vertical- rate is not

sufficiently accurate to permit vertical avoidance maneuvers.
When a Resolution Advisory (RA) is detected, the commander shall ensure

that corrective action is initiated immediately, to establish safe separation.
To avoid unnecessary RAs it is recommended to reduce vertical rates in

the last 1.000 ft before level off to less than 1,000 fpm, if operating in the
vicinity of a possible conflicting traffic.
Chapter 8
If a TA or a RA is received, the following action shall be taken:
TA - a TA is intended to alert the flight crew that a RA, requiring a

change in flight path, may follow. A visual search by the PNF should
immediately be concentrated on that part of the sky where the TA
indicates the conflicting traffic to be, while the PF directs his attention
to the instruments and prepares for a possible RA. Flight crews should
not attempt to maneuver solely on the basis of TA information.
RA - a RA is intended to advise pilots on the maneuver they shall carry
out in order to achieve or maintain adequate separation from an
ed
established threat.
(i) The required maneuver shall be initiated immediately by the
t
in
flight crew.
(ii) The flight crew should always be aware of the fact that a visual
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identified traffic is not necessarily the intruder.
(iii) Once the ACAS/TCAS indicates that adequate separation has
or
been achieved the aircraft should be promptly returned to its
intended flight path.
d
de
Note: If an instruction to maneuver is received simultaneously from a
RA and from ATC, and the instructions conflict, the advice given
oa
by the RA shall be followed. Whenever a RA requires "CLIMB"
while the aircraft is in landing configuration, a go-around shall be
nl
initiated.
ow
It is emphasized that ACAS/TCAS relies upon information received

from transponder equipped aircraft by aircraft which are similarly
d
fitted.
if
Pilots shall be aware of the limitations of the particular equipment, as

d
the full range of TAs and RAs may not be produced beyond the
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minimum and maximum altitudes specified for its operation.

tro
The TA ONLY mode may be appropriate under the following

circumstances:
on
during takeoff toward known nearby traffic (in visual contact)

which would cause an unwanted RA during initial climb
nc
during closely spaced parallel runway approaches

when flying in known close proximity to other airplanes
U
in circumstances identified by the operator as having a verified

and significant potential for unwanted or undesirable RAs
engine out operation.
Whenever, as a result of a ACAS/TCAS warning, an aircraft has been

deviated from its air traffic control clearance, the appropriate ATC unit
shall be informed as soon as possible according to the standard TCAS
phraseology.
Chapter 8
Policy and Procedure for in-flight Fuel Management

Fuel Quantity Checks
The fuel on board when starting the engines must not be less than minimum
fuel quality defined by the fuel policy (See OM-A 8.1.7.a) – Fuel Policy)
The fuel on board must be periodically checked in flight to determine if the
remaining fuel is not less than the minimum fuel required to continue the
intended flight. This will help the P-i-C to detect possible fuel consumption
higher than anticipated or a fuel leak.
P-i-C shall only commence a flight or continue in the event of in-flight re-
ed
planning when he is satisfied that the aircraft carries at least the planned
amount of usable fuel and oil to complete the flight safety, takin in to account
t
the expected operating conditions.
in
In-Flight Fuel Checks
pr
P-i-C must ensure that fuel checks are carried out in flight at regular
intervals. The usable remaining fuel must be recorded are evaluated to:
or
Compare actual consumption with planned consumption;
d
Check that the usable remaining fuel is sufficient to complete the flight
de
Determine the expected usable fuel remaining on arrival at the
oa
destination aerodrome.
In-flight fuel monitoring is made using the operational flight plan.
nl
Range control
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Range control is performed by checking the actual fuel remained for a

certain distance versus that estimated for that distance.
d
The fuel remained shall be checked versus the fuel consumed in order to
if
ensure correct figures. The difference between actual and estimated

remaining fuel shall be noted, and reasons for the difference established.
d
lle
The range control shall be carried out at least every 60-90 min
simultaneously with suitable position reports.
tro
on
Notes:
1. The crew must carry out regular fuel checks as follows
nc
 Time of observation;
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 Fuel used (FU);

 Remaining fuel on board (FOB);
 Fuel flow (FF).
2. Subtract "Fuel used" from the block fuel (recorded before engine
start) and compare this figure with the "Remaining fuel on board". If
there is no major discrepancy, the figures read on the aircraft should
be used.
3. This type of monitoring would detect fuel leaks and provide a more
reliable basis of calculation in case of either Fuel Quantity Indicator
(FQI) or Fuel Used (FU) failure during flight.
Chapter 8
4. However, without any failure or fuel leak, some discrepancies,

which may be considered large (more than 1,000 kg on some aircraft),
can be evidenced. This may be due to:
 APU consumption (up to 150 kg/h) which is not
recorded by FU;
 FQI errors on block fuel and on FOB;
 FU indication tolerance.
5. Water freezing in the tanks may also affect the FQI indications.
ed
In-flight Fuel Management
(i) The flight must be conducted so that the expected usable fuel
t
remaining on arrival at the destination aerodrome is not less
in
than:
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(ii) The required alternate fuel plus final reserve fuel; or
(iii) The final reserve fuel if no alternate aerodrome is required.
or
(iv) However, if, as a result of an in-flight fuel check, the expected
usable fuel remaining on arrival at the destination aerodrome is
d
less than:
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(v) The required alternate fuel plus final reserve fuel, the P-i-C must
take into account the traffic and the operational conditions
oa
prevailing at the destination aerodrome, at the destination
alternate aerodrome and at any other adequate aerodrome, in
nl
deciding whether to proceed to the destination aerodrome or to

divert so as to perform a safe landing with not less than final
ow
reserve fuel;
(vi) The final reserve fuel if no alternate aerodrome is required, the
d
P-i-C must take appropriate action and proceed to an adequate

aerodrome so as to perform a safe landing with not less than
if
final reserve fuel.

d
(vii) The P-i-C shall declare an emergency when calculated usable

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fuel on landing, at the nearest adequate aerodrome where a

safe landing can be performed, is less than final reserve fuel.
tro
(viii) Fuel check during approach

(ix) Minimum fuel during approach consists of fuel from the present
on
position to landing or to go-around plus alternate fuel, if

required, plus final reserve fuel and any additional fuel, if
nc
applicable.
Additional Conditions for Specific Procedures
U
(i) On a flight using the RCF (Reduced Contingency Fuel)

procedure, in order to proceed to the Destination 1 aerodrome,
the P-i-C must ensure that the usable fuel remaining at the
decision point is at least the total of:
 Trip fuel from the decision point to the Destination 1
aerodrome; and
 Contingency fuel equal to 5% of trip fuel from the decision
point to the Destination aerodrome; and
Chapter 8
 Destination 1 aerodrome alternate fuel, if a Destination 1

alternate aerodrome is required; and
 Final reserve fuel.
(ii) On a flight using the PDP (Pre-Determined Point) procedure in
order to proceed to the destination aerodrome, the P-i-C must
ensure that the usable fuel remaining at the PDP is at least the
total of:
 Trip fuel from the PDP to the destination aerodrome; and
 Contingency fuel from the PDP to the destination
aerodrome calculated in accordance with OM‑A 8.1.7.a)—
ed
Fuel Policy; and
 Additional fuel as required in OM‑A 8.1.7.a)—Fuel Policy.
t
in
Required Minimum Remaining Fuel
pr
The minimum fuel expected to be available on arrival at the
destination aerodrome is the sum of alternate fuel and the final
or
reserve fuel as defined in OM-A 8.1.7.a)–Fuel Policy.
If it appears en route that the fuel remaining is such that the fuel at
d
destination will be less than expected above, the P-i-C should
consider the following: de
oa
(i) Decrease aircraft speed (down to Max Range Speed);
(ii) Obtain a more direct route;
(iii) Fly closer to the optimum FL (taking the wind into account);
nl
(iv) Select a closer “suitable” alternate aerodrome;

ow
(v) Land and refuel.

Re-planning in Flight
d
Re-planning in flight may be done when planned operating conditions

if
have changed or other reasons make further adherence to the original

flight plan unacceptable or impractical, for example:
d
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Bad weather conditions or runway condition at the planned

destination and alternate;
tro
Fuel penalties due to ATC constraints or unfavorable wind;

Degraded aircraft performance.
on
As the flight progresses, the weather trends and other factors affecting
the safety of the flight shall be carefully monitored. Re-planning may
be done throughout the flight when the planned operating conditions
nc
have changed so much that further adherence to the original flight

U
plan is unacceptable or impractical. The re-planning during flight is

normally done by the P-i-C using the procedures as stated in OM-A
8.3.17, however flight dispatcher may be coordinated for assistance.
Thus in such case, where practicable, the verification of agreement
between the P-i-C and flight dispatcher shall be recorded by means of
electronic method, e.g. ACARS.
In-flight re-planning procedures for calculating usable fuel required
when a flight has to proceed along a route or to a destination
aerodrome other than originally planned must include:
Chapter 8
(i) Trip fuel for the remainder of the flight; and

(ii) Reserve fuel consisting of:
 Contingency fuel; and
 Alternate fuel, if a destination alternate aerodrome is
required. (This does not preclude selection of the departure
aerodrome as the destination alternate aerodrome); and
 Final reserve fuel; and
 Additional fuel, if required by the type of operation (e.g.
ETOPS); and
 Extra fuel if required by the P-i-C.
ed
On a flight to an Isolated Aerodrome:
t
(i) The last possible point of diversion to any available en-route
in
alternate aerodrome shall be determined.
pr
(ii) Before reaching this point, the P-i-C shall assess the fuel
expected to remain overhead the isolated aerodrome (Final F.
or
2 hrs.), the weather condition, and the traffic and operational
conditions prevailing at the isolated aerodrome and at any of
the en-route aerodromes before deciding whether to proceed to
d
the isolated aerodrome or to divert to an en-route aerodrome.
de
(iii) When approaching the last possible point of diversion to an
available en-route aerodrome, P-i-C shall not proceed to the
oa
isolated aerodrome unless the following conditions are met:

nl
The fuel expected to remain overload the isolated

aerodrome is at least equal to final F. (2 hrs.) calculated as
ow
being required for the flight and the expected weather

conditions at that aerodrome comply with those specified
d
for planning minima for isolated destination aerodromes; or

 Two separated runways are available at the isolated
if
aerodrome for operating aircraft type and the expected

d
weather conditions at that aerodrome comply with those

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specified for planning minima for isolated destination

aerodromes.
tro
(iv) In such circumstances, P-i-C should instead proceed to the en-

route alternate unless according to information he has at the
on
time, such a diversion appears inadvisable.

Minimum Fuel Operation
nc
Advise ATC when the remaining fuel has reached a state where, upon
U
reaching destination any undue delay cannot be accepted.

This is not an emergency situation but just an advisory that indicates
an emergency situation is possible, should any undue delay occur.
A minimum fuel advisory does not imply a need for traffic priority.
If the remaining usable fuel suggests the need for traffic priority to
ensure a safe Landing, an Emergency should be declared and report
fuel remaining in minutes.
An emergency exists if the fuel remaining in flight does not allow to
land with at least the final reserve fuel (30 minutes holding)
Chapter 8
Adverse and Potentially Hazardous Atmospheric Conditions

Thunderstorms
General
There is no useful correlation between the external visual appearance
of thunderstorms and their severity. Knowledge and weather radar
have modified attitudes toward thunderstorms, but one rule continues
to be true: "Any thunderstorm should be considered hazardous."
Weather Information
ed
Meteorological observations/forecasts messages or charts contain
t
thunderstorm and associated hazards information.
in
But, when thunderstorms are, or are expected to be, sufficiently
pr
widespread to make their avoidance by aircraft difficult, e.g. a line of
thunderstorms associated with a front or squall line or extensive high
or
level thunderstorms, the Meteorological Office issues warnings, in the
form of SIGMET messages, of" active thunderstorm area”. In addition,
d
pilots are required to send a special air report when conditions are
de
encountered, which are likely to affect the safety of aircraft. Such a
report would be the basis of a SIGMET warning. The Meteorological
oa
Office does not issue SIG MET messages in relation to isolated
thunderstorm activity and the absence of SIGMET warnings does not
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therefore necessarily indicate the absence of thunderstorms.

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Meteorological information for description of weather messages and

for the meaning of the associated codes, see OM‑A 8.1.6—
Meteorological Information.
d
if
Thunderstorm Hazards
d
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Thunderstorms concentrate every weather hazard to aviation into one

vicious package. The most important hazards are:
tro
(i) Turbulence
Potentially hazardous turbulence is present in all
on
thunderstorms. Strongest turbulence within the cloud occurs

with shear between updrafts and downdrafts. Outside the
nc
cloud, shear turbulence has been encountered several

thousand feet above and 20 NM laterally from a severe storm.
U
A low-level turbulent area is the shear zone associated with the

gust front. Often, a "roll cloud" on turbulent zone. Gust fronts
often move far ahead (up to 15 NM) of associated precipitation.
The gust front causes a rapid and sometimes drastic change in
surface wind ahead of an approaching storm.
It is almost impossible to hold a constant altitude in a
thunderstorm, and maneuvering in an attempt to do so
produces greatly increased stress on the aircraft. It is
understandable that the speed of the aircraft determines the
rate of turbulence encounters. Stresses are least if the aircraft
Chapter 8
is held in a constant attitude and allowed to "ride the waves".

(Refer to FCOM—Flight in Severe Turbulence.)
(ii) Icing
Super cooled water freezes on impact with an aircraft. Clear
icing can occur at any altitude above the freezing level; but at
high levels, icing from smaller droplets may be rime or mixed
rime and clear. The abundance super cooled water droplets
makes clear icing very rapid between0 deg. C and −15 deg. C.]
(iii) Hail
Hail competes with turbulence as the greatest thunderstorm
ed
hazard to aircraft. Super cooled drops above the freezing level
begin to freeze. Once a drop has frozen, other drops latch on
t
and freeze to it, so the hailstone grows. Large hail occurs with
in
severe thunderstorms with strong updrafts that have built to
pr
great heights. Eventually, the hailstones fall, possibly some
distance from the storm core. Hail may be encountered in clear
or
air several miles from dark thunderstorm clouds.
(iv) Low ceiling and visibility
d
Generally, visibility is near zero within a thunderstorm cloud.
de
The hazards and restrictions created by low ceiling and visibility
are increased many folds when associated with the other
oa
thunderstorm hazards.
(v) Effect on altimeters
nl
Pressure usually falls rapidly with the approach of a

thunderstorm, then rises sharply with the onset of the first gust
ow
and arrival of the cold downdraft and heavy rain showers,

failing back to normal as the storm moves on. This cycle of
d
pressure change may occur in 15 minutes. If the pilot does not

receive a corrected altimeter setting, the altimeter may be more
if
than 1,000 ft in error.

d
(vi) Lightning
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A lightning strike can puncture the skin of an aircraft. Lightning

has been suspected of igniting fuel vapors causing explosion;
tro
however, serious accidents due to lightning strikes are

extremely rare. Nearby lightning can blind the pilot rendering
on
him momentarily unable to navigate either by instrument or by

visual reference. Lightning can also induce permanent errors in
nc
the magnetic compass and lightning discharges, even distant

ones, can disrupt radio communications on low and medium
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frequencies.
In the event of lightning strike, conduct the following procedure:
In flight, check of all radio communication and navigational
equipment and the weather radar.
Record the lighting strike in the technical logbook. On ground,
check the following:
 Compensation of the (standby) compass;
 Signs of damage on fuselage, wings, radome, empennage;
 Antennas, pitot heads;
Chapter 8
 All control trailing edges and static dischargers;

 Radio and navigation equipment.
Lightning intensity and frequency have no simple relationship to
other storm parameters. But, as a rule, severe storms have a
high frequency of lightning.
(vii) Engine water ingestion
Jet engines have a limit on the amount of water they can ingest.
Updrafts are present in many thunderstorms, particularly those in the
development stages. If the updraft velocity in the thunderstorms
approaches or exceeds the terminal velocity of the falling raindrops,
ed
very high concentrations of water may occur. It is possible that these
concentrations can be excess of the quantity of water engines are
t
designed to ingest. Therefore, severe thunderstorms may contain
in
areas of high water concentration which could result in flameout
pr
and/or structural failure of one or more engines.
or
Avoiding Thunderstorms
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(i) General rule
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Never regard a thunderstorm lightly. Avoiding thunderstorms is
the best policy.
oa
Don't land or take-off in the face of an approaching
thunderstorm. Turbulence wind reversal or wind shear could
nl
cause loss of control.

ow
Don't attempt to fly under a thunderstorm even if you can see

through to the other side. Turbulence and wind shear under the
d
storm could be disastrous.

if
Don't fly without airborne radar into a cloud mass containing

scattered embedded thunderstorms. Scattered thunderstorms
d
not embedded usually can be visually circumnavigated.

lle
Don't trust the visual appearance to be a reliable indicator of the

tro
turbulence inside a thunderstorm.

Do avoid by at least 20 NM any thunderstorm identified as
on
severe or giving an intense radar echo. This is especially true

under the anvil of large cumulonimbus.
nc
Do circumnavigate the entire area if the area has 6/10

U
thunderstorm coverage. Do remember that vivid and frequent

lightning indicates the probability of a severe thunderstorm.
Do regard as extremely hazardous any thunderstorm with tops
35,000 ft or higher whether the topic visually sighted or
determined by radar.
(ii) Departure and arrival
When significant thunderstorm activity is approaching within 15
NM of the airport, the P-i-C should consider conducting the
departure or arrival from different direction or delaying the take-
Chapter 8
off or landing. Use all available information for this judgment,

including PIREPs, ground radar, aircraft radar, tower-reported
winds, and visual observations. In the terminal area
thunderstorms should be avoided by no less than 3 NM. Many
ATC radars are specifically designed to reduce or exclude
returns from "weather" and in these cases little or no assistance
can be given by ATC.
It is recommended that any guidance given by ATC should be
used in conjunction with the aircraft own weather radar, in order
to guard against possible inaccuracies in the ground radars
interpretation of the relative severity of different parts of a storm
ed
area. Any discrepancies should be reported to ATC.
t
Gust fronts in advance of a thunderstorm frequently contain high
in
winds and strong vertical and horizontal wind shears, capable of
pr
causing an upset near the ground. A gust front can affect an
approach corridor or runway without affecting other areas of the
or
airport. Under such conditions, tower-reported winds and the
altimeter setting could be misleading.
d
Microbursts may also accompany thunderstorms. 2 NM or less
de
in diameter, microbursts are reviolent short-lived descending
columns of air capable of producing horizontal winds sometimes
oa
exceeding 60 kt within 150 ft of the ground. Microbursts
commonly last one to five minutes and may emanate from high-
nl
based cumulus clouds accompanied by little or no precipitation,

or maybe associated with large cumulonimbus build-ups and be
ow
accompanied by heavy rainfall.

d
Because of their relatively small diameter, airport anemometers

and low level wind shear alert systems may not sense this
if
phenomenon in time to provide an adequate warning of nearby

d
microburst activity.
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(iii) En route
 Overfly
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Avoid overflying thunderstorms unless a minimum of 5,000

ft clearance above the storm topic ensured. When possible,
on
detour between the storm cells of a squall line rather than

directly above them. Keep the radar antenna tilted down
nc
during overflight to properly assess the most severe cells,

which may be masked by clouds formations.
U
At altitudes above the freezing level, super cooled rain and

hail may indicate as only weak radar echoes, which can
mask extreme thunderstorm intensity. Avoid weak radar
echoes associated with thunderstorms by the following
minimum distances:
◦ Altitude lateral avoidance
20,000 ft 10 NM
25,000 ft 15 NM
Chapter 8
30,000 ft 20 NM
 Flight near thunderstorms
If flight closer than the minimum recommended distances
is unavoidable, observe the following precaution:
When it is necessary to fly parallel to a line of cells, the
safest path is on the upwind side (the side away from the
direction of storm travel). Although severe turbulence and
hail can be encountered in any direction outside a
thunderstorm, strong drafts and hail are more often
encountered outside the body of the cell on the downwind
ed
side.
t
Avoid flight under the anvil. The greatest possibility of
in
encountering hail is downwind of the cell, where hail falls
pr
from the anvil or is tossed out from the side of the storm.
Hail has been encountered as much as 20 NM downwind
from large thunderstorms.
or
Avoid Cirrus and Cirrostratus layers downwind from the
d
storm tops. Such layer may be formed by cumulonimbus
de
tops and may contain hail, even though the radar scope
shows little or no return echoes.
oa
If ATC requirements make flight into unsafe conditions
imminent, the P-i-C should request a change of routing and
nl
if necessary, use his emergency authority to avoid the

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severe weather conditions.

Any flight in the vicinity of thunderstorms carries the risk of
d
a sudden onset of moderate or severe turbulence.


if
Thunderstorm penetration
If thunderstorm penetration is unavoidable, the following
d
guidelines will reduce the possibility of entering the worst

lle
areas of turbulence and hail:

tro
Use the radar to determine the areas of least precipitation.

Select a course affording a relatively straight path through
on
the storm. Echoes appearing hooked, finger-like, or

scalloped indicate areas of extreme turbulence, hail and
nc
possibly tornadoes, and must be avoided. Penetrate

perpendicular to the thunderstorm line, if not possible
U
maintain the original heading. Once inside the cell,

continue ahead, a straight course through the storm is most
likely to get the aircraft out of the hazards most quickly. The
likelihood of an upset is greatly increased when a turn is
attempted in severe turbulence and turning maneuvers
increase the stress on the aircraft.
Pressure changes may be encountered in strong drafts and
may conduct to an altitude error of 1,000 ft.
Chapter 8
Gyro-stabilized instruments supply the only accurate flight

instrument indications.
Avoid level near the 0 deg. C isotherm. The greatest
probability of severe turbulence and lightning strikes exist
near the freezing level.
Generally the altitudes between 10,000 ft and 20,000 ft
encompass the more severe turbulence, hail, and icing
conditions, although violent weather may be encountered
at all level inside and outside an active thunderstorm.
Due to very high concentration of water, massive water
ed
ingestion can occur which could result in engine flameout
and/or structural failure of one or more engines. Changes
t
in
in thrust should be minimized.
pr
Operational Procedures
If is not possible to avoid flying through or near to a thunderstorm, the
or
following procedures and techniques are recommended:
Approaching the thunderstorm area ensures that crew members'
d
safety belts are firmly fastened and secure any loose articles;
de
Switch on the Seat Belt signs and make sure that all passengers
are securely strapped in and that loose equipment (e.g. cabin
oa
trolleys and galley containers) are firmly secured. Pilots
(particularly of long bodied aircraft) should remember that the
nl
effect of turbulence is normally worse in the rear of the aircraft

ow
than on the flight deck;

One pilot should fly the aircraft and control aircraft attitude
regardless of all else and the other monitor the flight
d
instruments continuously;
if
Height for penetration must be selected bearing in mind the

importance of insuring adequate terrain clearance. Due to
d
turbulence, wind shear, local pressure variations, the

lle
maintenance of a safe flight path can be difficult

tro
The recommended speed for flight in turbulence must be

observed and the position of the adjusted trim must be noted;
Turn the flight deck lighting fully on to minimize the blinding
on
effect of lightning;
Continue monitoring the weather radar in order to pick out the
nc
safest path. Tilt the antenna up and down occasionally to

detect thunderstorm activity at altitudes other than that being
U
flown.
Chapter 8
Icing Conditions
An aircraft shall not be operated in expected or actual icing conditions
unless it is certificated and equipped to operate in icing conditions.
Icing conditions occur when low temperatures are accompanied by
precipitation. Icing of the aircraft is one of the most dangerous flight
hazards. For further details of “De-icing and Anti-icing on the Ground”,
see OM‑A 8.2.4—De-icing and Anti-icing on Ground and Refer to
FCOM/AOM/Special Operating Procedures; Adverse Weather
Condition
ed
Turbulence
Turbulence is defined as a disturbed, irregular flow of air with
t
in
embedded irregular whirls or eddies and waves. An aircraft in
turbulent flow is subject to irregular and random motions, while, more
pr
or less, maintaining the intended flight path.
or
If the weather conditions and route forecast indicate that turbulence is
likely, the cabin crew should be pre-warned, and passenger advised
to return to, and/or remain seated and to ensure that their seat belts
d
are securely fastened. Catering and other loose equipment should be
de
stowed and secured until it is evident that the risk of further turbulence
has passed. When encountering turbulence, pilots are urgently
oa
requested to report such conditions to ATC as soon as practicable.
Classification of intensity may be defined as follows:
nl
dow
if
d
lle
tro
on
nc
U
Chapter 8
Intensity Aircraft reaction Reaction inside aircraft

Occupants may feel a slight strain
against seat belts or shoulder
Turbulence that momentarily
straps. Unsecured objects may be
causes slight, erratic changes in
displaced slightly. Food service
Light altitude and/or attitude.
may be conducted and little or no
difficulty is encountered in
walking.
ed
Similar to light turbulence but of Occupants feel definite strains
greater intensity. Changes in against seat belts or shoulder
altitude and/or attitude occur but the straps. Unsecured objects are
t
in
Moderate aircraft remains in positive control at dislodged. Food service and
all times. It usually causes walking are difficult
pr
variations in indicated airspeed.
or
Turbulence that causes large, Occupants are forced violently
abrupt changes in altitude and/or against seat belts or shoulder
d
attitude. It usually causes large straps. Unsecured objects are
Severe
variation in indicated airspeed.
Aircraft may be momentarily out of
de tossed about. Food service and
walking is impossible
oa
control.
Turbulence in which the aircraft is
nl
violently tossed about and is

Extreme
ow
practically impossible to control. It

may cause structural damage.
d
if
Recognizing Wind Shear

There is no “miraculous” method to know where wind shear can occur.
d
However, the following methods allow flight crew to detect the

lle
possibility of its occurrence:

tro
Pre Flight
Consideration of the possibility of wind shear should start with the
on
initial preparation for flight, assuming that severe wind shear may take
place when the following conditions coexist:
nc
(i) Extreme variations in wind velocity and direction in a relatively

U
short time span;

(ii) Evidence of a gust front such as blowing dust on the airport
surface;
(iii) Surface temperature in excess of 30 deg. C;
(iv) Dew point spread of 4 deg. C or more;
(v) Virga (precipitation that falls from the bases of high altitude
cumulus clouds but evaporates before reaching the ground);
(vi) The forecasts of thunderstorm or frontal activity in the departure
or arrival area.
Chapter 8
Examine the take-off area with aircraft radar to determine if

thunderstorm cells are in the vicinity of the airport.
In Flight
The best indicator of wind shear is the pilot reports (PIREPS). It is
strongly recommended that the pilots report any wind shear
encountered to ATC. PIREPS should include:
Location of shear encountered;
Altitude of shear encountered;
Airspeed changes experienced (in knot, gain or loss);
Type of aircraft.
ed
When aircraft flying in a stable condition with a constant power
experiences a rapid pitch and airspeed change, the pilot should be
t
in
aware that he is experiencing a wind shear.
pr
With aircraft stabilized on a glide path, a higher than normal pitch
attitude, greater thrust setting and a decreased vertical speed indicate
or
a headwind condition.
A tailwind is characterized by a lower than normal pitch attitude, a
d
decreased thrust setting and an increase in vertical speed.
de
Examine the approach area with the aircraft radar to determine if
thunderstorm cells are in the vicinity of the airport.
oa
Utilize the Low Level Wind Shear Alert System (LLWAS) installed on
nl
the periphery of certain airports.

ow
Use the aircraft equipment, such as RNAV, INS, IRS or Doppler to

detect wind shear.
d
These instruments allow comparison between ground speed and

airspeed. Any rapid change in the relation between airspeed and
if
ground speed represents a wind shear. It also allows us to compare

d
wind at the initial approach altitude with the reported runway surface
lle
wind to see whether there is a wind shear situation between the

aircraft and the runway.
tro
Flight Procedure (when wind shear is encountered or suspected)

on
(i) General
The potential hazard of wind shear lies on the fact that mass
nc
momentum will make the aircraft tend to maintain its speed in

relation to the ground. Any change in wind will initially result in
U
a change in airspeed.
In most cases, wind shear accidents and incidents result from
the fact that the pilot does not know he will encounter a wind
shear and/or he does not immediately understand the wind
shear to predict wind shear (using all available forecasts and
current weather information, making their own observations of
thunderstorms, gust fronts, etc., and giving and requesting
PIREPS on wind shear).
The pilots must be trained to promptly recognize the wind
shear/downburst phenomenon and to react to it. Flight crew’s
Chapter 8
actions regarding wind shear are divided into three stages:

avoidance, prevention, and recovery.
(ii) Take-off and Climb
An intentional take-off into a strong downburst or decreased
performance wind shear is contrary to our flying safety concept.
The performance is not assured in case of engine failure, and
even with all engines operating, the situation is critical, and it
should be avoided. However, prediction of wind shear can be
very uncertain. It is not realistic to prescribe a cancellation of all
flight operations in the conditions that might possibly imply a
ed
risk of wind shear.
 Avoidance
t
in
The flight crew should search for any clue to the presence
of wind shear along the intended flight path. These include:
pr
PIREPS, LLWAS warnings, thunderstorms and virga.
Avoid areas of known severe wind shear (wind shear that
or
produces airspeed changes greater than 15 kt, and/or
vertical speed changes greater than 500 fpm). If severe
d
wind shear is indicated, delay take-off.
 Prevention
de
If a take-off has been decided upon in showery condition,
oa
or in other weather situations where the presence of wind
shear cannot be ruled out, the following precautions are
nl
advised (check FCOM/AOM for specific aircraft type):

ow
 Consider using a different runway. Take-off in

crosswind condition may be preferable to a
d
decreasing performance wind shear direction.

 Use longest available runway with least probability of
if
wind shear encounter.

d
 Use Max available runway length.

lle
 Use full take-off power.

tro
If runway length is excessive and obstacles during climb are not

a factor, delay rotation slightly; however, do not increase VR
more than 20 kt. Observe maximum tire speed.
on
 Use normal rotation rate and pitch. If lift-off does not

nc
take place well before the runway end, increase pitch

to the tail strike limited angle. If climb is insufficient,
U
rotate further. But if stick shaker, stall buffet or any

other sign of impending stall are experienced, reduce
pitch slightly again. A smooth pitch change with
determined but steady elevator inputs will give the
best performance. Yanking the control column will
reduce the aerodynamic capability and give unreliable
pre stall warnings. The objective is to reach an angle
of attack that gives a positive climb. Neither the
airspeed indicator, the FD nor the horizon indicates
angle of attack, so in extreme conditions, pitch must
Chapter 8
be balanced to fly just below the stick shaker onset

speed. Do not fly with pre stall warning on
continuously.
 On most aircraft types, flight director pitch bar and
speed command indications cannot be used, since
they are limited to max nose up attitude. Check
FCOM/AOM for the respective aircraft types.
 Recheck that power is at maximum. In emergency, if
there is a risk of hitting terrain or obstacles, use all
available power by moving the throttles to the
mechanical stops. If ground contact is unavoidable,
ed
rotate beyond the stick shaker attitude just before
impact.
t

in
Delay turning, if terrain and obstacle permit, until safe
altitude and speed are obtained, especially if turning
pr
away from the wind.
 Once obstacle clearance is assured, reduce pitch
or
attitude on climb to achieve V2 + 25 kt by minimizing
reductions from the initial climb pitch attitude.
d
 Accelerate and configure for en-route climb as soon
as practicable. de
(iii) Approach and Landing
oa
The majority of wind shear accidents occur during approach and
nl
landing. This indicates that the approach wind shear situation is the
most difficult for the pilot to handle.
ow
 Avoidance

d
Use all available means to obtain wind shear information.

If known severe wind shear is reported, the approach
if
should be delayed or abandoned unless it is absolutely

d
necessary to land.
lle
 Prevention
 If wind shear can be expected or reported on
tro
approach, it is especially important to review PNF’s

duties of monitoring speed, glide path and sink rate,
on
and to call for a go-around immediately if becoming

unstabilized.
nc
 An automatic approach is strongly recommended,

unless specified in FCOM/AOM. If conditions are too
U
adverse for autopilot to handle, execute a go-around.

Use of autopilot and auto throttles needs careful
monitoring. Hand on wheel and hand on throttles
must be stressed, with alertness for quick manual
inputs. The respective FCOM/AOM give information
on limitations.
 A reduced approach flap setting will improve go-
around capability and is preferable if the landing
runway is very long and if a consistent decreased
performance type wind shear is expected. In showery
Chapter 8
conditions, the wind shifts rapidly, making speed

control more difficult with a reduced flap setting. An
airspeed increase cannot be bled off without downs
pooling the engines to an undesirable degree.
Therefore, when conditions vary or are uncertain, the
use of full flaps may be safer.
 In aircraft with wind and ground speed indication
available, make full use of these parameters.
Monitoring the ground speed continuously is one of
the keys to early detection of a possible wind shear.
The indicated ground speed will also make it possible
ed
to evaluate the required correction to the
approach/threshold speed.
t

in
In aircraft without wind and ground speed indication,
airspeed, vertical speed and throttle changes are the
pr
parameters to detect changes in wind speed.
 Approach speed should be increased according to
or
pilot’s judgement and available runway length up to a
Max of 20 kt, if deemed necessary. The additional
d
runway for approach speed over by 10 kt must be
de
checked according to the respective FCOM/AOM.
The following guidelines can be used:
oa
□ If the type of shear is unknown or varies, as in show every
condition, a speed increment must be decided and briefed upon,
nl
taking into consideration runway length and conditions and your

estimate of the severity of shear.
ow
□ In a consistent increased performance wind shear, there will be

a tailwind on the intermediate approach. The whole approach will
d
tend to become uncomfortably fast and your interest is to keep

the speed down. Select manual landing flaps early and aim for
if
VA from the outer marker.

d
□ A consistent decreased performance wind shear is typically a

lle
strong headwind on the approach, which diminishes near the

ground. To maintain VA throughout the approach will require a
tro
very high power setting on short final, due to the need for inertial
acceleration, as the wind weakens. It is better to decide on a
on
speed increment, which can be safely bled off as you pass

through the wind shear.
nc
WARNING: If there is a tailwind on the approach,

keep speed down, and in a strong headwind, add
U
speed to VA.
 Decide and brief at early stage on the max IAS that
you will accept on a short final in order to land. A 10
kt increment in threshold speed should not give any
trouble in stopping on a minimum RWY length
provided correct landing/stopping techniques are
used. For more than 10 kt over speed, additional
RWY must be available according to the respective
FCOM/AOM.
Chapter 8
 Landing distance increases dramatically if floating.

Make a determined landing at the correct touchdown
point.
 If a sudden, large airspeed increase is experienced
on final approach, do not reduce power drastically.
Very often a drop in airspeed follows shortly after, due
to wind shear variation. In case where this does not
hold true and the speed stays over the value that you
have agreed upon in the approach briefing, a go-
around must be made.
 Request ATC to keep you currently informed of pilot
ed
reports, surface wind, available wind shear
measurements and alerts.
t
in
WARNING: Be prepared to execute an immediate
pr
go-around with aggressive power application and
determined rotation if unacceptable sink rate or
airspeed changes occur when below 500 ft altitude.
or
 Recovery
d
 If the flight path control becomes marginal below 500 ft
de
above the ground, for instance, when:
 IAS deviates more than 15 kt;
oa
 Vertical speed deviates more than 500 fpm;
 Pitch attitude change deviates more than 5°;
nl
 Glide path displacement change deviates more than

ow
1 dot.
 The following procedures shall be applied without
d
delay:
 Initiate a go-around immediately. If ground contact
if
could be a factor, use Max available engine power,

d
rotate up to stick shaker onset and delay flap and gear

lle
retraction to keep stall margin;

 Do not attempt to regain lost airspeed until the risk of
tro
terrain contact is no longer a factor.

Jetstream
on
Jet streams are narrow bands with extreme high wind speeds up to
nc
300 kt. They can extend up to several thousand miles, the width can
be several miles. Avoid flying along the edge of jet streams due to
U
possible associated turbulence. Pilots should also be aware of the

effect of increased fuel consumption due to unexpected significant
head wind components that can be encountered.
Volcanic Ash Clouds
Flying through an ash cloud should be avoided by all means due to
the extreme hazard for the aircraft. Volcanic ash can cause extreme
abrasion to all forward facing parts of the aircraft, to the extent that
visibility through the windshields may be totally impaired, airfoil and
control surface leading edges may be severely damaged, airspeed
Chapter 8
indication may be completely unreliable through blocking of the pitot

heads and engines may even shut down.
Heavy Precipitation
Heavy precipitation may occur as rain showers, snow showers and
hail. The greatest impairment to flight is the reduced visibility and the
risk of in combination with low temperature. Heavy precipitation can
be associated with significant downdrafts and wind shear.
Effect from Water Ingested by Jet Engines
Under given weather conditions, the water/air ratio absorbed by jet
ed
engines is directly related to its performance and aircraft speed. This
ratio is considerably increased at a high aircraft speed and engines at
t
flight idle (typical descent conditions). This means that during descent,
in
under heavy rain fall conditions, or hail, significant ingestion of water
pr
may cause surging or extinction of jet engines.
Heavy precipitation can quickly lead to high levels of runway
or
contamination, so runway clearance/drainage rate must be closely
monitored in order to assess if a diversion is necessary. For
d
“Operations on Slippery Surfaces”, see OM‑A 8.3.8.11—Operations
on Slippery Surfaces. de
Sandstorms
oa
Avoid flying in active sandstorms whenever possible. When on
nl
ground, aircraft should ideally be kept under cover if dust storms are
forecast or in progress. Alternatively, all engine blanks and cockpit
ow
covers should be fitted, as well as the blanks for the various system
and instrument intakes and probes. They should be carefully removed
d
before flight to ensure that accumulation of dust are noted posited in

the orifices which the covers are designed to protect.
if
d
lle
Mountain Waves
Mountain waves are caused by a significant airflow crossing a
tro
mountain range. On some airports, relief or obstacles may cause

special wind conditions with severe turbulence and wind shear on
on
approach or during take-off. Special procedures or recommendations

are indicated on airport charts when appropriate. They must be taken
nc
into account by the flight crew for the choice of the landing or take-off
runway.
U
Significant Temperature Inversion

Temperature Inversion, the Weather Phenomenon
(i) General
In meteorology, air temperature at the earth’s surface is normally
measured at a height of about1.20 m (4 ft) above the ground.
From that temperature, which is reported by Air Traffic Control,
take-off performance will be defined.
Chapter 8
All along the take-off flight path, aircraft performance is

computed considering the altitude gained, the speed increase,
but also implicitly considering a standard evolution of
temperature, i.e. temperature is considered to decrease by 2
deg. C for each 1,000 ft.
However, although most of the time, temperature will decrease
with altitude in quite a standard manner, specific meteorological
conditions may lead the temperature evolution to deviate from
this standard rule. With altitude increasing, marked variations of
the air temperature from the standard figure may be
encountered. In that way, air temperature may decrease in a
ed
lower way than the standard rule or may be constant or may
even increase with altitude. In this last case, the phenomenon is
t
in
called a temperature inversion.
pr
As described below, this may particularly affect the very lower
layer of the atmosphere near the earth’ s surface.
or
There are many parameters, which influence air temperature
and may lead to a temperature inversion. Close to the ground,
d
air temperature variations mainly result from the effects of:
 Seasonal variations;
de

oa
Diurnal/nocturnal temperature variations;
 Weather conditions (effect of clouds and wind);
nl
 Humidity of the air;

ow
 Geographical environment, such as:

 Mountainous environment;
d
 Water surface (sea);

 Nature of the ground (arid, humid);
if
 Latitude;
d
 Local specificity.
lle
As a general rule, valid for everywhere, low wind conditions and

clear skies at night, will lead to rapid cooling of the earth and a
tro
morning temperature inversion at ground level.

 Morning temperature inversion
on
In the absence of wind or if the wind is very low, the air,

which is in contact with a “cold” earth surface will cool down
nc
by heating transfer from the “warm” air to the “cold” ground

U
surface. This transfer of heat occurs by conduction only

and consequently leads to a temperature inversion, which
is limited in altitude. This process needs stable weather
conditions to develop.
Schematically, during the day, the air is very little heated
by solar radiation and the earth is very much. But the lower
layer of the atmosphere is also heated by contact with the
ground, which is
Chapter 8
more reactive to solar radiation than the air, and by

conduction between earth and atmosphere. At night, in the
absence of disturbing influences, ground surface cools
down due to the absence of solar radiation and will cool the
air near the ground surface. In quiet conditions, air cooling
is confined to the lowest levels. Typically, this effect is the
biggest at the early hours of the day and sunshine
subsequently destroys the inversion during the morning.
Similarly, wind will mix the air and destroy the inversion.
 Magnitude of temperature inversion
ed
This kind of inversion usually affects the very lowest levels
of the atmosphere. The surface inversion may exceed 500
t
ft but should not exceed 1,000 to 2,000 ft. The magnitude
in
of the temperature inversion cannot be precisely quantified.
pr
However, a temperature inversion of about+10 deg. C is
considered as quite an important one. Usually, within a
or
temperature inversion, temperature regularly increases
with altitude until it reaches a point where the conduction
has no longer any effect.
d
(ii) Where can they be encountered? de
This kind of inversion may be encountered worldwide. However,
oa
some areas are more exposed to this phenomenon such as arid
and desert regions. It may be also encountered in temperate
climate particularly during winter season (presence of fog).
nl
Tropical regions are less sensitive due to less stable weather

ow
conditions.
In some northern and continental areas (Canada, Siberia) during
d
winter in anti-cyclonic conditions, the low duration of sunshine

if
during the day could prevent the inversion from destruction.

Thus, the temperature of the ground may considerably reduce
d
and amplify thein version phenomenon. In a lower extent, this

lle
may also occur in temperate climate during winter, if associated

with cold anti-cyclonic conditions.
tro
Another important aspect of an inversion is wind change. The air

on
mass in the inversion layer is so stable that winds below and

above, tend to diverge rapidly. Therefore, the wind change, in
nc
force and direction, at the upper inversion surface may be quite

high. This may add to the difficulty of flying through the inversion
U
surface. In some conditions, the wind change maybe so high as

to generate a small layer of very marked turbulence.
 Other types of temperature inversion
The Morning temperature inversion process is considered
as the most frequent and the most sensitive. However, as
also mentioned above, other meteorological conditions, of
a less frequent occurrence and magnitude, may lead to
temperature inversions.
Chapter 8
For instance, the displacement of a cold air mass over a

cold ground surface may lead to turbulence resulting in a
transfer of heat to the lower levels of this mass, thus, also
creating a temperature inversion in the lower levels of the
atmosphere below this air mass. Usually, this kind of
inversion has lower magnitude than the previous case
described above.
In any case, pilot experience, weather reports or pilot
reports will be the best way in identifying such weather
conditions.
The Effect on Aircraft Performance and
ed
Recommendations
t
A temperature inversion will result in a reduction of the
in
thrust only when performing a maximum takeoff thrust
pr
during hot days, i.e. the actual ambient temperature is
above T.REF (flat rating temperature).
or
 Effect on aircraft performance
In the event of temperature inversion, the climb
d
performance will be affected in the cases where the thrust
de
is affected. However, to affect the aircraft performance, a
temperature inversion must be combined with other
oa
factors.
During a normal take-off with all engines operative, the
nl
inversion will have no effect since the actual aircraft

ow
performance is already far beyond the minimum required

performance. Then, the actual aircraft performance could
be affected only in the event of an engine failure at take-
d
off. However, conservatism in the aircraft certified

if
performance is introduced by the FAR/JAR Part 25 rules,

to take account for inaccuracy of the data that are use d for
d
performance calculations. Although not specifically

lle
mentioned, temperature inversions can be considered as

part of this inaccuracy.
tro
Therefore, a temperature inversion could become a

on
concern during the take-off only in the following worst case

with all of these conditions met together:
nc
 The engine failure occurs at V1; and

 Take-off is performed at maximum take-off thrust; and
U
 OAT is close to or above T.REF; and

 The take-off weight is limited by obstacles; and
 The temperature inversion is such that it results in the
regulatory net flight path margin cancellation and
leads to fly below the regulatory net flight path.
In all other cases, even if the performance is affected
(inversion above T.REF), the only detrimental effect will be
the climb performance to be lower than the nominal one.
Chapter 8
The leading edge of a storm marks the top of the eddies in this shear
and it signifies an extremely Operating Restrictions
Operations Icing Conditions
Refer to FCOM/AOM/Special Operating Procedures also “Cold
Weather Operations Manual”
Operation In Turbulence
When planning a flight over or close to the high ground pilots should
ensure that the possibility of mountain wave conditions is considered
in their meteorological briefing, particularly if frontal conditions are
ed
present in the area and a jet stream is expected at altitude. Although
areas of turbulence associated with mountain waves cannot be
t
forecast with accuracy, Meteorological offices can help pilots to
in
assess the possibility of mountain waves being encountered and can
pr
give advice on the probable height of layers of marked stability.
Careful attention should be paid to warnings given in SIGMET
or
messages broadcast during the flight.
Refer to FCOM-SP for details procedure
d
Operation In Wind shear
de
Any abrupt change in wind speed or direction is defined as wind shear.
oa
Wind Shear encounters near ground are quite a safety hazard on
account of very little time and altitude available to the crew to realize
nl
wind shear and take corrective steps.

ow
Generally at low altitudes i.e. below 500 feet wind component is

horizontal. Horizontal Wind Shear could improve performance or
d
degrade performance depending on direction of the shear.

if
In shear conditions maintaining flight path is of utmost importance.

This could be achieved through proper use of pitch and thrust. Any
d
pitch increase would give additional lifting force. It is pertinent to point

lle
out that the aircraft has residual lift capability even at stick shaker
altitudes. In other words speed should trade for altitude.
tro
In summary be prepared for any or all of the above especially during

on
take-off, approach and landing.

For detailed procedures, refer to the OM-A 8.3.2.d)
nc
Thunderstorm Areas
U
Avoidance Mutual information on development and position of

thunderstorms by Pilots and ATS as well as careful weather watch is
of great importance for the early and adequate avoidance of such
severe weather areas.
With thunderstorms in the vicinity of the aerodrome, request radar
vectoring through thunderstorm-free areas and arrange the climb out
to provide ample safety distance from active CB-clouds. Use all
available information such as airborne weather radar, Pilot reports,
etc.
Chapter 8
It should be noted that ATS cannot always issue detours in congested

areas due to other traffic and also technical limitations of the ground
radar.
For details procedure, refer to aircraft specific FCOM/FCTM
Hot Weather Operations
During operations in hot weather, flight crew must be aware that they
may be operating at or very close to the performance limitations of the
aircraft. It may be necessary to use non-standard operating
configurations (e.g. air conditioning packs off) in order to optimize
performance. Takeoff weight may be limited by RTOW and payload
ed
restrictions may apply. Aircraft systems such as APUs and air
conditioning systems may be operating to their design limits during
t
in
extreme temperature conditions. Higher start EGT’s due to higher
ambient temperatures may be expected. Flight Crew should be aware
pr
of the brake temperatures and employ techniques that achieve
optimum brake temperatures.
or
Refer respective FCOM_SP for further information.
d
High Altitude Operations
de
High Altitude Operating Procedure giving in FCOM / AOM
oa
Operations in Volcanic Ash
(i) the atmospheric repercussions of volcanic activity can be
nl
particularly hazardous to aeroplanes. Flight through volcanic

ow
ash can cause extreme abrasion to all forward facing parts of

the aeroplane, to the extent that visibility through the
windshields may be totally impaired, airfoil and control surface
d
leading edges may be severely damaged, airspeed indications

if
can be completely unreliable through blocking of the pitot

heads and engines may become so choked as to cause power
d
interruption or even shutdown.

lle
(ii) The NOTAM system now details known areas of volcanic

activities where ash may be present in the atmosphere. Flight
tro
into such known areas is to be avoided, particularly at night or

in day time forecast IMC conditions when ash cloud may not be
on
seen.
(iii) Reported instances of flight into such activity indicates that the
nc
weather radar will not pick up any returns, so the only

avoidance methods are by NOTAM or visual contact. In the
U
event of inadvertent penetration of ash cloud, the major

immediate problem is to keep all or some of the engines
running and find the shortest route out of the cloud.
For further operating instructions, please refer to respective FCOM
and OM-A 11.9.2.
Operations From Contaminated Runways/Landing On Slippery
Runways
The reduced tire/ground friction available when landing on a slippery
runway limits the braking and tracking force the tire can generate. This
Chapter 8
reduces the total stopping force available and increases the landing
roll out distance. Understanding the capabilities and limitations of the
systems that aid the Pilot in controlling and stopping the airplane will
help prevent overrun accidents by underscoring the need to properly
execute the recommended procedures. Refer to relevant aircraft
FCOM/ FCTM/ FPPM/ QRH.
Runway Incursion
(i) CONCEPT OF RUNWAY INCURSION (RI)
International Civil Aviation Organization has published the
following definition of Runway Incursion: ―Any occurrence at
an aerodrome involving the incorrect presence of an aircraft,
ed
vehicle or person on the protected area of a surface designated
for landing and takeoff of aircraft‖.
t
in
As per the above definition a Runway Incursion may or may not
be serious incident. If could be innocuous as an aircraft
pr
entering a runway by mistake with no consequences. In the
scale of severity runway incursions are divided into four
or
categories.
(ii) CATEGORIES OF RUNWAY INCURSION (RI)
d
Runway incursion is categorized between A through D in
de
accordance with the degree of severity in descending order.
Category A Runway Incursion is one where the separation
oa
decreases, and the participants take extreme action to narrowly
avoid a collision, or the event results in collision.
nl
Category B Runway Incursion is one where the separation

ow
decreases and there is a significant potential for collision.

Category C Runway Incursion is one where the separation
decreases but there is ample time and distance to avoid
d
collision. 
if
Category D Runway Incursion is one where there is little or no

chance of collision, but the incident meets the definition of
d
Runway Incursion.
lle
(iii) CAUSAL VARIETIES OF RUNWAY INCURSION

tro
Runway incursions may be results a variety of reasons including

confusions, communication and perception errors, incorrect or
inadequate signage, mere negligence or violations.
on
One statistical fact about runway incursions is that the rate of

nc
such occurrence per million operations has remained more or

less steady over the years. However, the distribution of the
U
occurrences varied with quality of awareness and protection.

With respect to causal factors the FAA has classified Runway
Incursions into the following groups:
 Operational Errors/Deviations
 Pilot Deviations
 Vehicle/Pedestrian Deviations
In commercial aviation Operational Errors/Deviations account for
about 38%, Pilot Deviations account for 47% and
Vehicle/Pedestrian Deviations account for 8% of the RI
Chapter 8
occurrences. The relative shares of these three types have

remained almost steady over years.
(iv) PREVENTION OF RUNWAY INCURSIONS
There are many contributing parties and many stakeholders of
the Runway Incursion events. The airport authority, agencies
responsible for maintenance and development of the runway,
the security agencies, the ramp agencies, the ATC, the various
operators, aircraft manufacturers and the aviation service
providers all can be party and have stakes on Runway Incursion
incidents.
ed
This OM will limit the procedures of prevention of RI limited to
the operational personnel. The procedures by the other agencies
t
are beyond the scope of this OM.
in
(v) PREVENTION OF RI BY INDIVIDUAL PILOT
pr
A pilot should be aware of the airplane ‘s position on the surface
at all times and be aware of other aircraft and vehicle operations
or
on the airport. At times controlled airports can be busy and taxi
instructions complex. In this situation it may be advisable to write
d
down taxi instructions. The following are some practices to help
prevent a runway incursion. de
 Read back all runway crossing and/or hold instructions.
oa
 Review airport layouts as part of preflight planning and
nl
before descending to land, and while taxiing as needed.

 Know airport signage.
ow
 Review Notices to Airmen (NOTAM) for information on

runway/taxiway closures and construction areas.
d
 Request progressive taxi instructions from ATC when

if
unsure of the taxi route.

d
 Check for traffic before crossing any Runway Hold Line and
lle
before entering a taxiway.

 Turn on aircraft lights and the rotating beacon or strobe
tro
lights while taxing.

 When landing, clear the active runway as soon as possible,
on
then wait for taxi instructions before further movement.

 Study and use proper phraseology in order to understand
nc
and respond to ground control instructions.


U
Write down complex taxi instructions at unfamiliar airports.

(vi) PREVENTION OF RI BY NOK CREW
SOPs provide a structure that helps to decrease the probability
of human error and capture errors before they result in a runway
incursion. By applying SOPs to surface operations, pilots can
reduce the probability of a runway incursion by increasing and
maintaining situational awareness. Situational awareness is a
continuous process of attentiveness and surveillance.
Situational awareness includes knowing:
Chapter 8
 The location of the aircraft 

 Weather 
 Traffic
 The clearance from Air Traffic Control (ATC)
 All other factors that affect the safety of the flight
Wake Turbulence
Every aircraft in flight generates wake turbulence caused primarily by a pair
of counter rotating vortices trailing from the wing tips. Wake turbulence
generated from heavy aircraft, even from those fitted with wing tip fences,
ed
can create potentially serious hazards to the following aircraft. For instance,
vortices generated in the wake of large aircraft can impose rolling
t
movements exceeding the counter roll capability of small aircraft.
in
Take-off and Landing
pr
Turbulence encountered during approach or take-off may be due to
or
wake turbulence. (See RM RAR for categorization and separation.)
In Cruise
d
Wake turbulence events are more frequent in RVSM airspace, even
de
with very distant aircraft (20 NM). They may be encountered in cruise.
In such case, the flight crew should consider keeping the seat belt
oa
signs ON, when the aircraft proximity is known. If considered
necessary, the pilot may offset from the cleared track by up to a
nl
maximum of 2 NM in order to alleviate the effects of wake turbulence.

ow
ATC should be advised of this contingency action but will not issue
clearance for any such lateral offset. The aircraft should be returned
d
to cleared track as soon as the situation allows. It is important to note

that wake turbulence can cause variation in pitch. When crossing a
if
vortex perpendicularly, these pitch variations are sometimes

d
accompanied by a loud thumping noise. During an approach at night,

lle
passengers may have the sensation that the aircraft has touched the
ground.
tro
Crew Members at Their Duty Stations

on
Flight Crew
During take-off and landing each flight crew member required to be on
nc
flight deck duty shall be at his station.

U
Except for crew entry/exit, the flight deck door should remain closed
and locked during the whole flight.
Flight crew member must not leave his station without permission from
the P-i-C. For a short period, one of the minimum numbers of flight
crew members may be permitted to leave the flight deck for toilet visit
or for safety reasons, however the remaining flight crew shall
continuously maintain unobstructed access to the flight controls,
alertness and situational awareness.
Cabin Crew
Chapter 8
During take-off and landing, and whenever deemed necessary by the

P-i-C in the interest of safety, the minimum legal number of cabin crew
must be positioned in seats designated for the purpose. Any additional
cabin staff that cannot be accommodated in seats provided for the
purpose, will normally occupy passenger seats, or at P-i-C's
discretion, any spare seat in the flight deck.
Controlled Rest on Flight Deck
Even though crew members should stay alert at all times during flight,
unexpected fatigue can occur as a result of sleep disturbance and
circadian disruption. To cover for this unexpected fatigue, and to
ed
regain a high level of alertness, a controlled rest procedure on the
flight deck can be used. Moreover, the use of controlled rest has been
t
shown to increase significantly levels of alertness during the later
in
phases of flight, particularly after the top of descent, and is considered
pr
a good use of CRM principles.
Controlled rest should be used in conjunction with other on board
or
fatigue management countermeasures such as physical exercise,
bright flight deck illumination at appropriate times, balanced eating
d
and drinking, and intellectual activity. The maximum rest time has
de
been chosen to limit deep sleep with consequent long recovery time
(sleep inertia).
oa
(i) It is the responsibility of all crew members to be properly rested
before flight.
nl
(ii) This paragraph is concerned with controlled rest taken by the

ow
minimum certificated flight crew. It is not concerned with resting

by members of an augmented crew.
(iii) Controlled rest means a period of time ‘off task’, some of which
d
may include actual sleep.

if
(iv) Controlled rest may be used at the discretion of the P-i-C to

d
manage both sudden unexpected fatigue and fatigue which is

lle
expected to become more severe during higher workload

periods later in the flight. It cannot be planned before flight.
tro
(v) Controlled rest should only take place during a low workload part
of the flight.
on
(vi) Controlled rest periods should be agreed according to individual

needs and the accepted principles of CRM; where the
nc
involvement of the cabin crew is required, consideration should

be given to their workload.
U
(vii) Only one crew member at a time should take rest, at his station;
the harness should be used, and the seat positioned to
minimize unintentional interference with the controls.
(viii) The P-i-C should ensure that the other flight crew member(s) is
(are) adequately briefed to carry out the duties of the resting
crew member. One pilot must be fully able to exercise control
of the aircraft at all times. Any system intervention which would
normally require a cross check according to multi crew
principles should be avoided until the resting crew member
resumes his duties.
Chapter 8
(ix) Controlled rest may be taken according the following conditions:

 The rest period should be no longer than 45 minutes (in
order to limit any actual sleep to approximately 30 minutes);
 After this 45-minute period, there should be a recovery
period of 20 minutes during which sole control of the aircraft
should not be entrusted to the pilot who has completed his
rest;
 In the case of 2-crew operations, means should be
established to ensure that the non-resting flight crew
member remains alert. This may include:
ed
 Appropriate alarm systems;
 On board systems to monitor crew activity;
t

in
Frequent Cabin Crew checks; in this case, the P-i-C
should inform the senior cabin crewmember of the
pr
intention of the flight crew member to take controlled
rest, and of the time of the end of that rest; frequent
or
contact should be established between the flight deck
and the cabin crew by means of the interphone, and
d
cabin crew should check that the resting crew
de
member is again alert at the end of the period. The
frequency of the contacts should be specified in the
oa
Operations Manual.
(x) A minimum 20 minutes period should be allowed between rest
nl
periods to overcome the effects of sleep inertia and allow for

adequate briefing.
ow
(xi) If necessary, a flight crew member may take more than one rest
period if time permits on longer sectors, subject to the
d
restrictions above.
if
Controlled rest periods should terminate at least 30 minutes before

top of descent.
d
lle
Use of restraint devices for crew and passengers

tro
Flight Crew
on
Both occupants of the pilot seats shall always have their seat belts
fastened. Shoulder harnesses shall be fastened during take-off and landing
nc
and during turbulence or when turbulence is expected. Where locking

devices are installed, they shall be used to protect the pilots in such
U
emergency situations as emergency landing on land or ditching.

Note: Other flight crew member(s) or any person who is in the flight deck
during take-off, landing,
turbulence or when turbulence is expected shall have their seat belts and
shoulder harnesses fastened, unless the shoulder harnesses interfere with
the performance of duties. In such case, the shoulder harnesses may be
unfastened but the seat belts shall remain fastened.
Chapter 8
Cabin Crew
In order to ensure those cabin crew have sufficient time for securing in the
cabin before landing, the “FASTEN SEAT BELT” sign shall normally be
switched on approximately 10 minutes before landing. In case the cabin
crew require more than 10-minute warning, this should be coordinated with
the P-i-C.
During taxiing, minimum cabin crew shall be seated at their assigned
stations with seat belts fastened. Only cabin crew in excess of the minimum
crew may move about in the cabin for the purpose of safety-related duties.
The cabin crew shall be seated with seat belts fastened whenever IM/AP,
ed
upon received flight deck signal (switching “FASTEN SEAT BELT” sign to
OFF then ON), has made an announcement “Cabin crew prepare for
t
in
...(take-off/landing)” at approximately:
pr
30–60 sec before take-off until the “FASTEN SEAT BELT” sign is
switched off;
or
2,500 ft (3 min) before landing until aircraft vacates runway after
landing.
d
During flight in turbulent air or when turbulence is expected while
de
“FASTEN SEAT BELT” sign is ON, cabin crew shall return to the
assigned seat or occupy passenger seat and fasten seat belt.
oa
Passengers
nl
Passengers must use their seat belts when the “FASTEN SEAT
BELT” sign is illuminated.
ow
The sign must be illuminated:

d
During taxiing, take-off and landing;

if
During all flying in moderate and severe turbulence.

d
When flying in light turbulence or when turbulence is expected,

lle
announcement from flight deck shall

tro
be made containing a reminder that passengers should take their

seats and fasten their seat belts.
on
Switching on “FASTEN SEAT BELT” sign en route also orders cabin

crew to stop serving, secure loose equipment, take their seats and
nc
fasten their seat belts. Whenever conditions permit, switching on

“FASTEN SEAT BELT” sign en route shall be followed by a brief
U
announcement from the flight deck.

As a safety precaution, passengers should have their seat belts
fastened whenever seated.
Admission to Flight Crew Compartment

Persons other than flight crew of the actual flight shall not normally be
allowed to enter in the flight deck without prior permission of the P-i-C who
has the sole authority to decide if such an arrangement is convenient.
Chapter 8
Although the flight deck shall not be accessible to the public, the following
persons may apply for permission to visit and/or to travel in the flight deck
even without cabin seat available.
CAAT inspectors and Company's line inspectors who are on official
duty should be admitted to the flight deck whenever they ask for.
Company's crew members.
Other company personnel who are concerned with operations and
safety of the flight.
Company's executive officer(s)
ed
Other personnel who have special permission (in writing) from PO.
t
Any other passengers as deemed by the P-i-C to have commercial
in
value to the Company.
pr
The Pilot-in-command shall ensure that:
In the interest of safety, admission into the flight deck does not cause
or
distraction and/or interfere with the night's operation and
d
All persons carried on the flight deck are briefed and made familiar
de
with the relevant safety and security procedures.
The final decision regarding the admission to the flight deck shall be the
oa
responsibility of the P-i-C.
nl
Use of Vacant Crew Seats

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NOK AIR shall not permit a cabin crew seat to be occupied by a person
other than a crew member except:
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The number of cabin crew manning emergency exits falls below the
minimum cabin crew complement during flight due to unexpected
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crew incapacitation or
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During a declared emergency where the person is an able-bodied

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person displaced from a passenger seat to a cabin crew seat in order

to enhance evacuation management. This person must be briefed on
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the necessary safety procedures, including activation of the exit door,

etc., before being permitted to occupy a cabin crew seat and to assist
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in evacuation management.
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Chapter 8
Action in the Event of In-flight Crews Incapacitation

General
Incapacitation is defined as any physical or mental condition that
renders a crew member incapable of performing normal operation or
emergency procedures. Incapacitation may be obvious-usually
involving prolonged maximum loss of function, or subtle-usually
transient and involving partial loss of function.
Detection of Incapacitation
Flight crew members should be highly suspicious of a subtle
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incapacitation whenever a pilot does not respond appropriately to
repeated verbal communication, or any time he does not respond
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appropriately to any standard flight profile.
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Proper monitoring and strict adherence to standard operational
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procedures and correct flight profiles, particularly during the take-off,
approach, and landing phases, provides the best means of early
or
detection of serious incapacitation.
Actions
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Irrespective of the nature of incapacitation, the prime concern of the
other pilot(s) must be the safe operation of the aircraft. When the P-i-
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C is incapacitated, the pilot in succession assumes command.
Total Incapacitation
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The incapacitated pilot shall as soon as possible be removed from his

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seat or have his seat pulled back and tilted so as to avoid interference
with the control of the aircraft. If he remains in his seat the shoulder
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harness shall be locked. If necessary, cabin crew shall be requested

to assist. A landing shall be made at the nearest aerodrome where
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proper medical care can be given.

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Partial or Subtle Incapacitation

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The incapacitated pilot shall be relieved of all responsibility for as long

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as there is evidence of incapacitation. Other actions required to be

taken will depend on the type, seriousness and duration of the
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incapacitation.
Post-flight Actions
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The P-i-C (or the pilot in succession of command when the P-i-C is
incapacitated), is responsible for:
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(i) Ensuring that the incapacitated pilot receives appropriate

medical care;
(ii) Filing a ASR/ASRTEX;
(iii) Briefing the other crew members.
Training
Pilot incapacitation is trained regularly in accordance with FTM.
Chapter 8
Cabin Safety Requirements

Cabin Preparation
Before the flight, the P-i-C shall also inform his crew of any useful
information such as deficiency of cabin/safety equipment, special
passengers/load, special procedures e.g. de-icing.
The senior cabin crew member is responsible to the P-i-C for cabin
safety from the time the aircraft is accepted for flight, until all the
passengers have been offloaded at the end of the flight. The senior
cabin crew member must also ensure that relevant emergency
equipment remains easily accessible for immediate use.
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Unless the weight and balance for the flight and passenger category
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will be such that the random occupation of seats is permissible,
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passengers will be shown or conducted to their allocated seats.
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The cabin pre-flight security check shall be performed after all ground
personnel have completed their duties services in the cabin and
or
already left the aircraft, approximately 10 minutes before passengers
boarding.
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Before pushback or engine start, the P-i-C shall ensure that the “Cabin
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Clear” report has been received from the IM/AP, indicating that:
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(i) Security pre-flight check has been performed;
(ii) Cabin galleys, passengers and cabin crew are ready for aircraft
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movement;
(iii) Crew meals are loaded;
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(iv) Cabin crew’s passports/visa and vaccination certificates (if

applicable) are checked;
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(v) All cabin doors are closed and armed;

(vi) The document and equipment according to safety/security
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checklist is checked;
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(vii) The cabin compartment has been sprayed (when cabin

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disinfection is required by the departure/arrival authority);

(viii) Seating is in accordance with load sheet, and headcount
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performed as required. During flight in turbulent air or when

turbulence is expected while “FASTEN SEAT BELT” sign is
on
ON, cabin crew shall return to the assigned seat or occupy

passenger seat and fasten seat belt.
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Note: The P-i-C must ensure that multiple occupancy of aeroplane

seats is only done on specified seats and does not occur other than
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by one adult and one infant who is properly secured by a

supplementary loop belt or other restraint device.
When turbulence conditions are likely to be encountered, the P-i-C
should endeavor to give early warning by switching "ON" the "Seat
Belt" signs and making a PA announcement.
The paramount requirements are to have the passengers strapped in
good time and to ensure they remain strapped in. Both objectives can
be met by making a suitable public address announcement at the
same time as the "Seat Belt" signs are illuminated.
Chapter 8
The senior cabin crew must ensure that all passengers have
conformed to the P-i-C's instructions on fastening of seat belts.
The P-i-C must instruct him whether catering and bar service may
continue or whether cabin staff must fasten their own belts.
As long as the "Seat Belt" signs are illuminated, cabin crew should
make frequent checks that passenger’s seat belts remain fastened
and that baggage is well stowed to not cause injury by moving. When
a passenger is seen to unfasten his seat belt or attempts to leave his
seat, the passenger should be asked to remain seated and strapped
in.
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As a matter of policy, if passenger insists on moving, he should not be
prevented, but should be warned by cabin crew to take particular care.
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Passenger are seated
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Ensure that passengers are seated where, in the event that an
emergency evacuation is required, they may best assist and not
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hinder evacuation from the aircraft. Refer to OM-A 8.2.2 and
Emergency Manual (EM)
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Passenger embarkation and Disembarkation
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Refer to OM-A 8.2.2 and Cabin Crew Manual (CCM)
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Passenger embarkation and Disembarkation when refueling/defueling
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Special Categories of Passengers

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Smoking on-board
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Smoking in the Flight Deck

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Smoking in the flight deck should be avoided. However, whenever

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smoking does take place, it shall be kept to a minimum as it has a

negative effect on health and comfort of all present crew members.
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Smoking is not permitted in the flight deck:

(i) Whenever the P-i-C deems it necessary;
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(ii) While the aircraft is on ground;

(iii) During and immediately after take-off;
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(iv) Immediately before and during landing;

(v) During flight in turbulent air when the P-i-C deems it necessary;
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(vi) Whenever a flight crew member is using oxygen;

(vii) If there is any smell of fuel or anti-icing fluid;
(viii) When dumping fuel;
(ix) When cargo is not stored in flame-resistant containers or
covered by flame-resistant canvas (freight ACFT).
Smoking in the Cabin
The Company’s policy states that all revenue flights are non-smoking
flights. On some special flights e.g. ferry, test, non-revenue, etc.,
smoking may be permitted provided that these rules are adhered to.
Chapter 8
“NO SMOKING” sign should be illuminated or identify:

During and immediately after take-off;
Immediately before and during landing;
When dumping fuel;
When the cargo is stowed without being stored in flame-resistant
containers or covered by flame-resistant canvas;
When there is no cabin crew on duty or other crew members in
the cabin;
Whenever the P-i-C deems it necessary, e.g., in turbulent
weather or when the smell of fuel is evident;
When oxygen is being used.
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Note: When oxygen is being used, smoking may be allowed except in
the seat row where oxygen is being used and in the seat row
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immediately forward and aft of that seat row.
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When smoking is permitted in the cabin, the following rules shall be
observed:
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(i) Smoking is allowed only in “Smoking Area” and only while
seated;
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(ii) Smoking is never allowed in “No Smoking Area”, in the lavatories
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or when walking around in the aisles.
Evaluation suspect communicable disease
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Refer to Cabin Crew Manual (CCM)
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Pilot in Command report to ATC as suspect communicable disease

General
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Passengers and crew may have been exposed to a communicable

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disease if they have a fever (temperature 38 deg. C/100 deg. F or

greater) associated with certain signs or symptoms, e.g. appearing
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obviously unwell, persistent coughing, impaired breathing, persistent

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vomiting, etc.
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Purpose
To facilitate provision for the presence of special medical personnel
on
and equipment necessary for the management of public health risks

upon arrival of the flight, as recommended by ICAO.
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Notification of Suspected Communicable Diseases or other

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Public Health Risk on Board an Aircraft

In the event of a case of suspected communicable diseases or other
public health risk on board an aircraft, the P-i-C shall, before arrival of
the flight, promptly notify the ATC with which they are communicating,
giving all available information listed below:
(i) aircraft identification;
(ii) departure aerodrome;
(iii) destination aerodrome;
(iv) estimated time of arrival;
Chapter 8
(v) number of persons on board;

(vi) number of suspected cases on board;
(vii) Nature of the public health risk.
Refer to PANS ATM Doc 4444 16.6.1
Portable Electronic Devices (PED)
Prohibited Devices on Board at All Times
Portable Electronic Devices which intentionally transmit radio signal
can interfere with navigational and communication equipment and the
operation of aircraft systems.
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Suspending the use of all interference potential devices during the
entire flight is required.
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The devices must be turned off at all time whenever all aircraft doors
are closed. These devices are the following:
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(i) Radio transmitter;
(ii) Walkie-talkie;
or
(iii) Portable radio controlled toys;
(iv) Radio and television receivers;
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(v) Citizen band radios;
(vi) Pagers;
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(vii) Electronic toys;
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(viii) Wireless devices (mouse, Bluetooth, etc.);
(ix) Electronic cigarette.
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Acceptable Devices on Board During Cruise

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Devices, which are not intentional transmitters of radio signal, may

only be used from the seat belt sign or No Portable Electronic
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Devices/No Mobile Phone Sign is switched off after take-off until the
seat belt sign or No Portable Electronic Devices/No Mobile Phone
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Sign is switched on again before landing. If interference from a

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portable device is suspected, operation of such a device shall be

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prohibited.
These devices are the following:
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Portable video equipment;

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Laptop or portable PC without printer;

Cassette/CD/DVD/Mini Disc players (used with headphones
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only);
Electronic games;
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Electronic calculators;
Electric shavers;
MP3 players (used with headphones only);
Mobile/cellular telephones, only when set to flight mode or
wireless-disable mode. (Communication signals are switched
off.)
In-flight Connectivity
For the aircraft that is equipped with the connectivity system
(cellular phone and/or WIFI capability), the use of cellular
Chapter 8
phone and/or WIFI capable devices are strictly prohibited

during take-off and landing.
For the aircraft that is not equipped with the connectivity system,
the use of cellular phone and/or WIFI capable devices must not
be used and must be switched OFF from the time at the start of
the flight when the passengers have boarded, and all doors
have been closed until the end of the flight when a passenger
door has been opened.
Acceptable Devices on Board for Entire Flight
Hearing aids, heart pacemakers, electronic watches and properly
certified operator equipment are allowed during the entire flight.
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Passenger briefing Procedure
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All passengers must receive appropriate briefing, or equipment
demonstration, for the various stages of the flight, in particular:
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Passengers must be given a verbal briefing about safety matters.
Parts or all of the briefing may be provided by an audio-visual
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presentation;
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Passengers must be provided with a safety briefing cards on which
picture type instructions indicate the operations of emergency
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equipment and exits likely to be used by passengers.
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Prior to embarkation, passengers must be briefed on which articles

are prohibited to be carried onboard (in hand baggage or in checked
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baggage).
For dangerous goods and weapons, refer to OM-A chapter 9. The
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permissible size and weight of their hand baggage must be indicated

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to passengers (See OM-A 8.2.2.i) - Hand Baggage).

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Prior to boarding passengers, they must be briefed on the "No smoking"

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requirement and on all provisions relevant to their safety before and during
their embarkation (See OM-A 8.2.2 - Aircraft, Passengers and Cargo
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Handling Procedures Related to Safety).

Passengers briefing shall include the following items:
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Use of safety belts;

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Use of oxygen mask;

Locations and use of life vests or floating devices (for flight over
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water);
Use of electronic devices;
Locations of emergency exits;
Smoking regulations;
Back of the seat to be in the upright position and tray table stowed;
and
Safety pamphlet.
Chapter 8
After take-off, passengers shall be reminded of smoking regulations and

the use of safety belts. IM/AP shall assign a cabin attendant to individually
brief an incapacitated/blind passenger (and his attendant, if any) on the
appropriate exit and time of moving in an event of emergency.
Note: For flight over water, in compliance with ICAO Annex 6, 6.5.2, life
vests or equivalent individual floatation devices for each person on board
are required on the following flights:
(i) When flying over water and at the distance of more than 93 km
(50 NM) away from the shore;
(ii) When taking off or landing at an aerodrome where the take-off or
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approach path is so disposed over water that, in the event of a
mishap, there would be a likelihood of ditching.
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Passengers' Safety Demonstration
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In order to be well prepared for an emergency situation and for safety of the
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flight, it is the requirement that P-i-C and IM/AP/CL shall ensure that before
each take-off, the safety demonstration shall be completely
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performed/presented to passengers.
Live safety demonstration during aircraft movement on ground can be
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performed upon P-i-C discretion provided that safety of cabin crew shall be
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maintained. Refer to CCM
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Before Take-off
Prior to take-off, cabin crew must brief all passengers on applicable safety
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rules and procedures. The briefing is not required before every take-off on
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a multi-stop flight with no additional passenger. It is necessary only for a

change of aircraft and/or applicability of information (e.g. first segment over
land, second segment over water, change of seat location).
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Passengers must be briefed on the following items:

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Smoking regulations: observation of “NO SMOKING” signs on the

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ground, prohibition of smoking during flight in non-smoker section, in

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lavatories and aisles and during the whole flight on nonsmoking

flights;
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Back of the seat to be in the upright position and tray table stowed;
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Location of emergency exits;

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Location and use of floor proximity escape path markings;

Stowage of hand baggage;
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Restrictions on the use of portable electronic devices;

The location and the contents of the safety briefing card.
Passengers must also receive a demonstration of the following:
The use of safety belts and/or safety harnesses, including how to
fasten and unfasten the safety belts and/or safety harnesses;
The location and use of oxygen equipment if required. Passengers
must also be briefed to extinguish all smoking materials when oxygen
is being used;
Chapter 8
The location and use of life jackets if flight over water is anticipated.
After Take-off
Passengers must be reminded of the following:
Smoking regulations: observation of “NO SMOKING” signs,
prohibition of smoking during flight in non-smoker section, in lavatories
and aisles and during the whole flight on non-smoking flights;
Fastening their safety belts and/or safety harnesses, when the
“FASTEN SEAT BELT” sign is ON. Furthermore, it must be
recommended to passengers to keep their seat belt fasten at all time
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during the flight.
Before Landing
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Smoking regulation;
The requirement to keep or refasten safety belts and/or safety
or
harnesses;
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Backing their seat in the upright position and stowing their tray table;
Re-stowing their hand baggage; de
Restrictions on the use of portable electronic devices.
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After Landing
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Smoking regulation;
Keeping their safety belt fastened until the aircraft comes to a full stop
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and the engines are shutdown.

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Emergency Situations
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If an emergency occurs during flight, the passengers shall be instructed in

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such emergency action as appropriate to the circumstances (refer to FCOM

and CCM).
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Public Address (PA) Announcements

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In addition to personal contact, adequate information especially irregularity

and/or abnormality of the flight, i.e. assumed delay of more than 10 min,
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should be given to passengers by using public address systems as it may

be vital to the passengers. Every effort to inform the passengers shall be
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made in order to add value and enhance the company’s quality.

Since the P-i-C is responsible for the information given to the passenger on
board the aircraft, then particular attention should be paid, and all
information shall be timely, correct and honest.
The announcements may be based on the “Captain’s Announcement”
booklet but, if possible, should be varied, to avoid monotony.
To emphasize the importance of passengers wearing seat belts at all times,
when the seat belt sign is turned off after take-off, a crew member
Chapter 8
announcement is required to recommend passengers to keep their seat

belts fastened while seated, even though the seat belt sign is off.
When noticeable turbulence is anticipated or encountered, advise the cabin
occupants of the duration and intensity expected.
Advise passengers of any delays (take-off, landing) or diversions and the
reasons.
During night time or while showing the movie, announcement shall not be
given over the loud speaker. It shall be replaced by Airshow or by oral
transmission via the cabin crew on duty.
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The P-i-C may delegate this duty to another crew member to perform
announcements, whenever deemed more appropriate. Language ability,
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experience, motivation, etc. should be taken into account.
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Procedure for the use of cosmic or solar radiation detection
systems.
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Not applicable to NOK operations
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ADS-B Operation
ADS-B Operation details refer to Appendix B: ADS-B Operation.
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Chapter 8
LVO and All-Weather Operations
Concepts
All Weather Operations (AWO) consist in operating an aircraft in low
visibility conditions. The term AWO includes Low Visibility Take-Off (LVTO),
landing Category II (CAT II), landing Category III (CAT III) and Low Visibility
Taxi (LV TAXI).
CAT III is not currently approved for NOK operation (according to AOC)
Weather limitations (RVR) applied for AWO are called minima.
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Categories of AWO and the associated minima are defined in OM-A 8.1.3
– Method of the Determination of Aerodrome Operating Minima.
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For each airport procedure, approved minima are indicated in the
associated aerodrome chart filed in the Jeppesen Route Manual.
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A Take-off or a Landing cannot be operated with minima below which the
aircraft is certified, the crew is rated, and the usable runway aids are
or
certified.
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The limits of the aircraft are indicated in the respective FCOM/AOM. The
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limit of usable landing aids is the value of the DH/DA for the approach
landing category.
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These limits or operating minima must not be less than those imposed by
the country concerned and the Operations Manual according to the type of
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flight.
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CAT II
The main objective of CAT II operations is to provide a level of safety
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equivalent to other operations, but in more adverse weather

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conditions and lower visibility.

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CAT II weather minima has been established to provide sufficient

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visual references at DH to permit a manual landing (or a missed

approach) to be executed (this does not mean that the landing must
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be made manually).
However, in order to use the minimum RVR as stated above,
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conducting auto land is mandatory otherwise RVR 350 m will be

applied.
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Visual aids required for CAT II operations consist of high intensity

approach lights system (HIALS), high intensity runway edge lights
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(HIRL), runway centerline lights (CL), touchdown zone lights (TDZ),

runway end lights (REIL), threshold lights and runway markings CAT
III
A CAT III operation is a precision approach at lower than CAT II
minima.
CAT III is divided in three sub-categories: CAT III A, CAT III B, CAT III
C, associated with three minima levels (CAT III A is associated with
highest minima, and CAT III C with lowest minima).
Chapter 8
(i) A category III A approach is a precision instrument approach and

landing using ILS or MLS with a decision height lower than 100
ft (30 m) and a runway visual range not less than 700 ft (200
m).
(ii) A category III B approach is a precision instrument approach and
landing with no decision height or a decision height lower than
50 ft (15 m) and a runway visual range less than 700 ft (200 m),
but not less than 250 ft (75 m).
(iii) A category III C approach is a precision instrument approach
and landing with no decision height and no runway visual range
limitation.
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Note: CAT III C operations are not currently authorized and the
EASA/JAA does not mention this sub-category.
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The main objective of CAT III operations is to provide a level of safety
equivalent to other operations but in the most adverse weather
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conditions and associated visibility.
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In contrast to other operations, CAT III weather minima do not provide
sufficient visual references to allow a manual landing to be performed.
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The minima only permit the pilot to decide if the aircraft twill land in
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the touchdown zone (basically CAT III A) and to ensure safety during
roll-out (basically CAT III B).
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Therefor an automatic landing system is mandatory to perform CAT
III operations. Its reliability must be sufficient to control the aircraft to
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touchdown in CAT III A operations and through rollout to a safe taxi

speed in CAT III B (and CAT III C when authorized).
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Note: Auto land is not CAT III. An automatic landing system is only an
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equipment providing automatic control of the aircraft during the

approach and landing and is not related to particular weather
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conditions. This system is mandatory for all CAT III operations.

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However, it is a common practice to perform automatic landing in good

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visibility but in that case, the ILS performance must be sufficient and
ILS signals protected.
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Chapter 8
ICAO FAA EASA/JAA

CAT II DH 100 ft ≤DH <200 100 ft ≤DH <200 100 ft ≤DH <200
RVR ft m ≤RVR
300 ft m
350 ft m ≤RVR
300
≤RVR<800 m
1,000ft ≤RVR 1,000ft ≤RVR
CAT III A DH No DH or No DH or
1,200ft ≤RVR< DH<100ft ᵃ⁾
RVR 175 m ≤RVR
DH<100ft ᵃ⁾ 200 m ≤RVR
DH<100ft
2,400ft ᵃ⁾ 200 m ≤RVR
600 ft ≤RVR 700 ft ≤RVR 700 ft ≤RVR
CAT III B DH No DH or DH No DH or DH No DH or DH
RVR 50 mft≤RVR<175
<50 50 mft≤RVR<200
<50 75 mft≤RVR<200
<50
m m m
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CAT III C DH No
150DH ft ≤RVR<600 No
150DHft ≤RVR<700 250 ft ≤RVR<700
RVR No RVR No RVR
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ft ft ft
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a) DH ≥ 50limitation
ft if fail passive limitation
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Decision Height (DH) and Alert Height (AH)
In CAT II/CAT III regulations, two different heights are defined:
or
(i) The Decision Height (DH);
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(ii) The Alert Height (AH).
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Chapter 8
Definition
Decision Height (DH)
Decision height is the wheel height above the runway elevation by
which a go-around must be initiated unless adequate visual reference
has been established and the aircraft position and approach path have
been assessed as satisfactory to continue the approach and landing
in safety.
In this definition, runway elevation means the elevation of the highest
point in the touchdown zone. According to the EASA/JAA, the DH
recognition must be by means of height measured by radio altimeter.
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(i) Visual references at DH
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(ii) Refer to OM-A 8.4.2.3—Visual References.
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(iii)Decision height concept
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(iv) Decision height is a specified point in space at which a pilot must
make an operational decision.
or
(v) The pilot must decide if the visual references adequate to safely
continue the approach have been established.
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 If the visual references have not been established, a go-

around must be executed. de
If the visual references have been established, the
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approach can be continued. However, the pilot may always
decide to execute a go-around if sudden degradations in
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the visual references or a sudden flight path deviation

occur.
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In Category II operations, DH is always limited to 100 ft or Obstacle

Clearance Height (OCH), whichever is higher. The DH is measured
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by means of radio altimeter. When necessary, the published DH takes

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into account the terrain profile before runway threshold.

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Chapter 8
Runway Visual Range

(i) RVR Definition
(ii) Runway Visual Range (RVR) is the range over which a pilot of
an aircraft on the centerline of the runway can see the runway
surface markings or the lights delineating the runway or
identifying its centerline.
(iii) RVR Concept
Categories II operation requires rapidly updated and reliable
reports of the visibility conditions which a pilot may expect to
encounter in the touchdown zone and along the runway.
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RVR measurements replace the use of Reported Visibility
Values (RVV) which is not appropriate for conditions
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encountered during the final approach and landing in low
in
visibility, because the visibility observations are often several
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miles away from the touchdown zone of the runway.
For Category II, the RVR measurements are provided by a
or
system of calibrated transmissometers and account for the
effects of ambient background light and the intensity of runway
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lights.
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Transmissometers systems are strategically located to provide
RVR measurements associated with three basic portions of a
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runway:
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 The touchdown zone (TDZ);


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The mid-runway portion (MID); and

 The rollout portion or stop end.
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Low Visibility Procedure (LVP)

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For Category II operation, pilots will be informed when ATC Low

Visibility procedures are in operation by ATIS or by radiotelephony.
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Low Visibility Procedures for the particular aerodromes, where

established, are available in the Airport Chart series.
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Chapter 8
Flight Crew Procedures

Flight Preparation
In addition to normal flight preparation, the following planning and
preparation must be performed when CAT II approach is envisaged.
(i) Review NOTAMS to make sure that the destination airport still
meets visual or non-visual CAT II requirements:
 Runway and approach lighting;
 Radio navaid availability;
 RVR equipment availability, etc.
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(ii) Aircraft status: check that required equipment for CAT II
approach is operative. The required equipment list is given in
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the FCOM/AOM. Although CAT II required equipment is not
listed in the MMEL, the operator may choose to list them in his
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own MEL. When the aircraft log book is available, confirm that
no write-up during previous flights affects equipment required
or
for CAT II. A maintenance release statement for CAT II may be
indicated in the logbook.
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(iii) Crew qualification and currency must be reviewed (both CAPT
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and F/O must be qualified and current). Refer to Chapter 5
Qualification Requirement and FTM for training requirements.
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(iv) Weather information: check that the weather forecast at
destination is within operating minima. If the forecast is below
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CAT I minima, verify that alternate weather forecasts are

appropriate to the available approach means and at least equal
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to or better than CAT I minima.

(v) Fuel planning: additional extra fuel should be considered for
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possible approach delays.

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Approach Preparation
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When CAT II approach facilities are available, the approach shall be

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planned and carried out as CAT II when weather conditions so require.

Note: Specific terminology/callout is required as specified in the
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Aircraft Status
The P-i-C shall satisfy himself that the status of the aircraft and of the
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relevant airborne systems is appropriate for the specific operation to

be conducted.
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Check the required landing capability is available. Although it is not

required to check equipment which is not monitored by the system, if
any of this equipment is seen inoperative (flag), the landing capability
will be reduced.
Weather
Check weather conditions at destination and at alternates. Required
RVR values must be available for CAT II approach. The selected
Chapter 8
alternate must have weather conditions equal to or better than CAT I

minima.
Approach Ban
Policy regarding an approach ban may differ from country to country.
Usually the final approach segment may not be continued beyond the
OM, equivalent DME distance or equivalent point if the reported RVR
is below the published minima for the required transmissometers.
After OM or equivalent, if RVR becomes lower than the minima, the
approach may be continued.
ATC Calls
ed
Unless LVP are reported active by ATIS, clearance to carry out a CAT
t
II approach must be requested from ATC, who will check the status of
in
the ILS and lighting and protect the sensitive areas from incursion by
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aircraft or vehicles. Such an approach may not be undertaken until the
clearance has been received.
or
Before the outer marker, the required RVR values should be
transmitted.
d
Seat Position
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The pilots must realize the importance of eye position during low
oa
visibility approaches and landing. A too-low seat adjustment may
greatly reduce the visual segment. When the eye reference position
nl
is lower than intended, the already short visual segment is further

reduced by the cut-off angle of the glare shield or nose.
ow
The seat is correctly adjusted when the pilot's eyes to obtain the
optimum eye reference position in FCOM/AOM.
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Use of Landing Lights

if
At night in low visibility conditions, landing lights can be detrimental to

d
the acquisition of visual references.

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Reflected light from water droplets or snow may actually reduce

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visibility.
Landing lights would therefore not normally be used in CAT II weather
on
conditions associated with precipitation conditions.

CAT II Crew Briefing
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The briefing should include the normal items as for any IFR arrival and
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in addition the following subjects should be covered prior to the first

approach:
(i) Destination and alternate weather;
(ii) Airfield and runway operational status CAT II, etc.;
(iii) Aircraft systems status and capacity;
(iv) Brief review of task sharing;
(v) Review approach procedure (stabilized or decelerated);
(vi) Review applicable minima (performance page), go-around
procedure, ATC calls;
(vii) Brief review of procedure in case of malfunction below 1,000 ft;
Chapter 8
(viii) Optimum seat position and reminder to set cockpit lights when
appropriate.
(ix) Approach Procedures
Task Sharing
The procedures given in FCOM/AOM for CAT II approach make the
best use of the automatic system of the aircraft.
Any time the Low Visibility Operations are declared at the airport, the
LP shall be Pilot Flying (PF) for the approach and landing phase. RP
shall remain “head down” throughout the approach, landing and roll
out until the autopilot is disconnected.
ed
Low visibility approaches with RP as PF shall only be permitted in
abnormal situation (e.g. incapacitate). Once the obvious or subtle
t
in
incapacitation is identified, the remaining pilot shall use his best
judgement when deciding whether to continue the automatic approach
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and auto land or execute a go around.
or
The workload is distributed in such a way that the PF primary tasks
are supervising and decision making, and the PM/PNF primary task is
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monitoring operation of the automatic system.
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Visual References
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It should be stressed that the DH is the lower limit of the decision zone
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during which, in limiting conditions, the LP will be assessing the visual

references. LP should come to this zone prepared for a go around but
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with no pre-established judgement. LP should make a decision

according to the quality of the approach and the way the visual
d
references develop as DH is approached.

if
In CAT II operations the conditions required at DH to continue the

approach are that the visual references should be adequate to monitor
d
the continued approach and landing, and that the flight path should be
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acceptable. If both these conditions are not satisfied, it is mandatory

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to initiate a go-around.
For precision approach CAT II, no pilot may continue and approach
on
below the authorized DH, unless a visual reference containing a

segment of at least 3 consecutive lights of the following is attained and
nc
can be maintained:
(i) Centerline of the approach lights; or
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(ii) Touchdown zone lights; or

(iii) Runway centerline lights; or
(iv) Runway edge lights; or
(v) A combination of these lights
The visual reference must also include a lateral element of the ground
pattern, i.e. an approach lighting crossbar or the landing threshold or
a barrette of the touchdown zone lighting.
Loss of Visual References
After DH—Before touchdown
Chapter 8
If the decision to continue has been made and the visual

references subsequently become insufficient or the flight path
deviates unacceptably, a go-around must be initiated, whether
auto or manual, may result in ground contact.
Note: If the touchdown occurs after GA is engaged the AP remains
engaged in that mode, and ATS remains in GA. Ground spoilers and
autobrake are inhibited.
(vi) After touchdown
If the visual references are lost after touchdown, a go-around
should not be attempted. The rollout should be continued follow
ed
the localizer guidance down to taxi speed.
Failures and Associated Actions
t
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Follow the procedures as stated in the respective FCOM/AOM.
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Effect of Failed or Downgraded Ground Equipment
Refer to Jeppesen Route Manual, Aerodrome Operating Minima –
or
EASA operation, 14 Failed or Downgraded Equipment (EUOPS)
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ATC Procedures
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CAT II operations require special procedures for the ATC and all services
on the aerodrome. They are often referred to under the generic name of
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Low Visibility Procedures. Each aerodrome authority develops its own
procedures with the ICAO All Weather Document as a possible aid.
nl
Main procedures to be established are:

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Procedures for ATC to be quickly informed of all degradations in ILS

performance and to inform the pilot if necessary;
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Procedures for ATC to be quickly informed of all degradations in visual

if
aids and to inform the pilot if necessary;

d
Procedures for the protection of the obstacle free zone (OFZ) by the
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control of ground movements;

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Procedures for the protection of the ILS critical area and the ILS
sensitive area by control of ground movements and adequate
separation between two aircraft on approach or one aircraft on
on
approach and another taking-off;

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Procedures for meteorological services;

Procedures for maintenance;
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Procedures for security.
ATC Clearance
Clearance to carry out a CAT II approach must be requested from ATC,
who will activate the Low Visibility Procedures, i.e. prepare the airfield and
assure appropriate aircraft separation. Such an approach may not be
undertaken until the clearance has been received. It is also recommended
that ATC be informed when an automatic landing is intended to be
Chapter 8
performed, to ensure, whenever possible, the same protection even in CAT

1 or better conditions
Continuous Monitoring
After obtaining the initial authorization of performing Low Visibility
Operations, reports of in-line service must constantly be provided to Thai
CAAT.
These reports must include the following information:
The total number of approaches, by aircraft type, where the airborne
CAT II equipment was utilized to make satisfactory, actual or practice,
ed
approaches to the applicable CAT II minima.
The total number of unsatisfactory approaches by airfield and aircraft
t
in
registration in the following categories:
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(i) Airborne equipment faults;
(ii) Ground facility difficulties;
(iii) Missed approaches because of ATC instructions;
or
(iv) Other reasons.
The performance of the automatic landing system of each aeroplane shall
d
also be monitored.
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The continuous monitoring should permit the detection of any decrease in
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the level of safety before it becomes hazardous. NOK shall continue to
check the results and to take adequate actions by modifying the operating
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or maintenance procedures if necessary.

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The monitoring may also permit problems to be detected on a specified

airfield (ILS, ATC procedures, etc.).
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The data must be retained for a period of 12 months.

if
Low Visibility Taxi

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When Low Visibility Procedure (LVP) are declared at the airport, the
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following procedures for taxi in/out (as applicable) shall apply:

Before leaving the parking position and/or when preparing for an
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approach, LP shall brief highlights and “HOTSPOTS” concerning the

expected taxi route
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ATC clearance shall be revised prior to taxi

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Clear communication between the pilots is essential. LP shall

concentrate on steering the aircraft and RP shall support LP by using
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all available means to keep aware of position

When LVP are in effect, the taxi ground speed on taxiways must
always be commensurate with the observed visibility from the flight
deck. Whenever the reported RVR/Visibility falls below 550 m, it is
recommended to taxi up to maximum ground speed of 12 kts and 10
kts in terminal area
If there is ANY doubt about position, STOP. Contact ATC immediately
for clarification and assistance
Chapter 8
All re-calculations, checklists, takeoff review/confirmation or abnormal

procedures shall be completed with the aircraft stationary and the
Parking Brake SET/ON
Surface markings shall be strictly followed, and lighted stop bars shall
not be crossed. The use of aircraft lights is recommended unless
glare reduces visibility
Low Visibility Take-off (LVTO)
Type specific operating procedures from appropriate FCOM/AOM apply. In
addition to those, the following operational policies shall be adhered to:
ed
LP shall be the pilot flying (PF)
The FCOM/AOM recommended seating position shall be set up
t
in
before takeoff in order to ensure an optimum visual segment from the
flight deck
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Any NOTAM affecting the runway lighting system shall be factored
into the published minimum takeoff RVR
or
Takeoff thrust setting (reduced thrust) is at P-i-C’ s discretion
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Judgment should be exercised when using interior and exterior lights
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The appropriate minimum RVR reading shall be obtained before
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LVTO is commenced
In addition to the visual clues (marking/lights), an ILS (if available)
nl
shall be tuned/identified and the localizer indication centered, and

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cross checked by both pilots to ensure that the aircraft is on the

runway centerline
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Note: All takeoff in RVR of 500m or less (visibility if RVR not available)
must be performed by LP. Max crosswind is 10 kts.
if
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Minimum Required RVR/Visibility for takeoff is per table below

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MINIMUM REQUIRED
FACILITIES RVR/Visibility1
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CAT C CAT D
Nil (Day only) 500 m
on
Runway edge lighting and/or center

250 m (*) 300 m (*)
line marking
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Runway edge and center line lighting 200 m 250 m

Runway edge and center line lighting
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150 m 200 m
and multiple RVR information
1
The required RVR value must be achieved for initial part of the
takeoff run (TDZ), MID point and Roll out /Stop end (RO/SE) with the
exception given in Note 1 below
(*) For night operations at least, runway edge and runway end lights
are required
Note 1: The reported RVR/Visibility value representative of the initial
part of the takeoff run can be replaced by pilot assessment
Chapter 8
Note 2: The basic minimum LVTO operating minima in table above

shall be cross referred and verified with any restrictions in
NOTAMs or MEL to ensure compliance
Note 3:
(i) If no runway edge light spacing is depicted on a Jeppesen Chart
for any instrument runway, the runway edge light spacing can
be taken as 60m or less. The annotation “HIRL” is sufficient
(ii) If no centerline spacing is depicted on a Jeppesen Chart for any
runway certified for LVTO, the spacing can be taken as (15m)
or less. The annotation “CL” is sufficient
(iii) If the non-standard CL spacing, e.g. “CL (30m)”, is specified on
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the appropriate TAKEOFF MINIMUMS chart, then LVTO with
RVR less than 200m (category D aircraft) or 150m (category C
t
aircraft) is not allowed
in
Exception to the Minimum Required RVR/Visibility
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LVTO with RVR below 200m (CAT D aircraft) and 150m (CAT C
or
aircraft)
AWO qualified crew may be reduce the takeoff minima to 125m for
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category C and 150m for category D aircraft, provided that in addition
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to the requirements of table below, the following requirements are
met:
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(i) Low Visibility Procedures are in force
(ii) High intensity runway centerline lights (CL) spaced 15m or less
nl
and high intensity edge lights (HIRL) spaced 60m or less are in
operation. Both pilots must ensure that the required distance
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spacing of the CL and HIRL information is depicted on the

applicable chart
d
(iii) A 90m visual segment is available from the cockpit at the start
if
of the takeoff run

(iv) The required RVR value has been achieved for all the relevant
d
RVR reporting points;

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(v) Flight crew have satisfactorily completed training in a Flight

Simulator approved for the procedure
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(vi) The reported RVR value representative of the initial part of the
takeoff run cannot be replaced by LP’s assessment
on
 1 For night operation, at least runway edge and runway end

lights are required
nc
 2 The required RVR value must be achieved for all relevant

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RVR reporting points except for the initial part of the takeoff
run for which, RVR/visibility can be replaced by pilot
assessment
 3 The required RVR value has been achieved for all of the
relevant RVR reporting points with no exceptions and other
conditions given in chapter 8.4.7’
RVR/Visibility not available
Chapter 8
When reported RVR, or meteorological visibility is not available, P-i-C

shall not commence takeoff unless he can determine that the actual
conditions satisfy the applicable takeoff minima
All
Aircraft
RVR at or above RVR at or above
CAT
(CAT C aircraft) (CAT D aircraft)
RVR/
Visibility
<25 <20 <15 <30 <20
400 - 400- <250
500 0- 0- 0- 0- 0-
2502 2 2 2 3002 2 -2002
1502
ed
200 150 125 250
FACILITIES
t
NIL (Day only) X
in
RL &/or RCLM1 X X
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RL (Runway edge
X X X X X X
light)
or
CL (Centreline light) X X X X X X
Multiple RVR Info X X X X
HICL Spacing 15m
d
or less & HIRL de X X
spacing 60m or less
OPERATINAL
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RESTRICTION
LP is PF X X X X X X X X
nl
LVP shall be in
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X X X X X X X X
force
Autobrake system
X X X X
d
required
Runway not
if
X X X X
contaminated
d
Pilots trained &

X X
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Proficiency current
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on
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Chapter 8
Company Regulations for CAT II Operations

General
CAT II
The main objective of CAT II operation is to provide a level of safety
equivalent to other operations, but in more adverse weather
conditions and lower visibility.
CAT II weather minima have been established to provide sufficient
visual references at DH to permit a manual landing (or a missed
approach) to be executed (this does not mean that the landing must
ed
be made manually).
RWYs approved for CAT II are indicated in the appropriate approach
t
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charts. DH is based on Radio Altimeter (RA) reading.
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CAT II procedure is mandatory when RVR is below 550 m. However,
in order to use the minimum RVR according to the
aerodrome/approach chart, conducting autoland is mandatory
or
otherwise RVR 350 m will be applied
d
Visual aids required for CAT II operation consist of high intensity
de
approach lights system (HIALS), high intensity runway edge lights
(HIRL), runway centerline lights (CL), touchdown zone lights (TDZ),
oa
runway end lights (REIL), threshold lights and runway markings.
CAT II procedures should be practiced during normal service,
nl
regardless of the weather conditions, when the necessary ground

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facilities are available and traffic condition permit. This practice

ensures flight crew familiarity with the procedures, builds confidence
with the equipment and ensures appropriate maintenance of the
d
Category II related system.

if
CAT II Operating Minima

d
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CAT II automatic approach and manual landing DH 100 ft RVR 350 m

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CAT II for automatic approach and autoland DH 100 ft RVR 300 m

on
Operations
nc
(i) LP shall perform the approach and landing, even LIFUS (but not
in R/I).
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(ii) The P-i-C shall satisfy himself, prior to commencing CAT II

approach, that:
 The status of the visual and non-visual facilities is sufficient;
 Low visibility procedures are in force; and
 The flight crew members are properly qualified.
(iii) Before commencing CAT II operations, the following additional
requirements are applicable to the P-i-C or delegated left pilots
who are new to the aircraft type or new to the seat position (a
promotion on the same aircraft type):
Chapter 8
 50 hours or 20 sectors on the aircraft type, including R/I

and LIFUS, must be obtained; and
 100 m must be added to the applicable CAT II RVR minima
until a total of 100 hours or40 sectors, including R/I and
LIFUS, has been achieved on the aircraft type.
(iv) Max available flap setting shall be used.
(v) Below 200 ft RA, the flight path must stay within the limitations
stated in the respective FCOM/AOM regarding localizer and
glide path.
(vi) For manual landing reported crosswind component measured
shall not exceed 10 kt. For autoland refers to crosswind
ed
limitation in FCOM/AOM.
t
Use of Automatic Flight System
in
(i) Autoland is approved for all ILS runways, except where localizer
pr
is offset and when otherwise stated on the approach chart.
(ii) Type of approach to be performed:
or
(iii) CAT II Automatic approach, when RVR not less than 350 m, and
with automatic landing when RVR less than 350 m down to 300
d
m;
de
(iv) Whenever an autoland is performed, the autoland report form
shall be submitted and the autoland record form shall be filled
oa
in.
Airborne and Ground Equipment
nl
(i) In case of airborne equipment/system is downgraded to be

ow
below the minimum required for the respective aircraft MEL,

including autopilot failure/disengagement, the actions as stated
d
in the respective FCOM/AOM shall be performed.

(ii) In case of ground equipment is downgraded, refer to Jeppesen
if
Route Manual, Aerodrome Operating Minima, EASA Air

d
Operation table 7 – Failed or Downgraded Equipment Effect on

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Landing Minimums Operations with and LVO Approval.

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RVR Reporting Requirements

See OM-A 8.1.3.e—Approach Operating Minima, Required RVR
on
The touchdown zone RVR is always controlling. If reported and

relevant, the midpoint and stop end RVR is also controlling. The
nc
minimum RVR for midpoint is 125 m or the RVR required for the
touchdown zone is less. The minimum RVR for the stop end point is
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75 m. For aircraft equipped with a roll-out guidance or control system,

the minimum RVR value for the mid-point is 75 m. “Relevant” in this
context means that part of the runway used during the high-speed
phase of the landing down to a speed of approximately 60 knots.
Constant Angle Non-Precision Approach (CANPA)
General
It is now accepted by FAA and ICAO that a stable descent profile
during the final approach segment through landing or initiating a go-
Chapter 8
around will provide a safer means of accomplishing non-precision

approaches in the following ways:
(i) The aircraft remains in a stabilized descent profile throughout the
final approach segment;
(ii) The pilot’s attention is focused primarily on the altimeter; and
(iii) Procedures, profiles and callouts for visual, precision and non-
precision approaches are standardized.
CANPA shall be performed during non-precision approach, except for
circling approaches, level flight segments below 1,000 ft AGL should
be avoided, and any sustained deviation from the planned descent
rate of greater than 300 fpm will require a go-around.
ed
CANPA procedure can be flown either as a DME-approach or as a
t
timed approach, utilized a predetermined constant descent angle from
in
Final Approach Fix (FAF) to a published Minimum Descent Altitude
pr
(MDA).
In conjunction with CANPA procedure, the Visual Descent Point
or
(VDP) and Decision Point (DP)concepts are introduced and shall be
taken into account.
d
Decision Point (DP)/Visual Descent Point (VDP)
de
Definitions
oa
Decision Point (DP) An assumed point on the CANPA flight path, at
which its altitude corresponds to the MDA plus 1/10 the rate of
nl
descent. For practical, MDA + 50 ft is considered suitable.

ow
Visual Descent Point (VDP) A defined point on the final approach

course of a non-precision straight-in approach from which normal
d
descent, approximately3° glide path, from the MDA to the runway

touchdown point may be commenced, provided the required visual
if
reference is established.
d
Visual portion of the final approach segment The visual portion

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begins at the visual descent point and ends at the runway threshold.
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Decision Point (DP)

During descent from FAF, the requirement to make the final-descent
on
decision before reaching the MDA depends upon applicable operation

policy, so called “Decision Point”.
nc
DP is the only factor determining go-around or landing.

U
Upon arrival at the DP, if required visual reference is established,

continue approach visually to land. If required visual reference is not
established, initiate a go-around, climb to overfly the MAP and fly the
published missed approach procedure.
Visual Descent Point (VDP)
(i) Specific location
The VDP will be located at the point on the final approach
course at the MDA where a descent gradient to the threshold of
300 ft per NM commences (see Figure below).
Chapter 8
t ed
in
The VDP should be considered the last point from which a stabilized
approach can be conducted. Upon arriving at the VDP, a stabilized
pr
visual segment is much easier to achieve since little or no flight path
adjustment is required to continue to normal touchdown.
or
The VDP location is defined by either:
d
 Distance from VOR/DME or LOC/DME (DME approach), or
 de
Time from the FAF (Timed approach).
 Symbol and distance to RWY
oa
 Where applicable, VDP is indicated in the profile view
of the approach chart with a “V” symbol shown
nl
together with the distance to the runway.

ow
 If no VDP is given in the approach chart, the VDP

distance from the runway can be determined by using
the Height Above Airport (HAA) of the MDA and
d
descent rate of 300 ft/NM.

if
Most VDP’s are between 1-2 NM from the runway. The

following table provides more examples:
d
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on
nc
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Chapter 8
HAA (ft) 300 400 450 500 600 700

VDP Distance (NM) 1.0 1.3 1.5 1.7 2.0 2.3
In the following example, an MDA of 550 ft MSL with a 100-ft

touchdown zone elevation results in
a HAA of 450 ft. At 300 ft per NM, the VDP is 1.5 NM distance from
runway.
t ed
in
pr
or
d
de
oa
Note: If flying a VNAV approach and the aircraft remains on the published
nl
path, the VDP is automatically complied with when the aircraft arrives
ow
at the MDA.
If flying instrument approach using Vertical Speed, adjust the rate of
d
descent, so that the aircraft altitude reaches MDA at approximately

the VDP distance in front of the runway.
if

d
Descending below MDA


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During the final descent, the pilot not flying (PNF) is

responsible for acquiring and calling out the visual
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references. Continuing the approach below the MDA

is permitted only at least one of the required visual
on
reference (as stated in OM‑A 8.1.3.5—Approach

Operating Minima) is distinctly visible and identifiable
nc
by the PF.
 A non-precision approach is completed visually with a
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hand-flown landing, or a go-around is conducted.
Chapter 8
ETOPS
Extended Range Twin Operations are those operations intended to be, or

actually, conducted over a route that contains a point further than one hours
flying time (still air), at the normal one-engine-inoperative cruise speed,
from an adequate aerodrome. When, alternatively, a Threshold Distance
has been agreed with the Authority, all non-ETOPS flights shall remain
within the threshold distance of an adequate aerodrome. Authorization for
ETOPS times of 120minutes, 180 minutes from an adequate aerodrome
are available, subject to the company showing compliance with the laid
down operational criteria, and the aeroplane airframe/engine combination
ed
has the appropriate Type Design Approval.
Note: At present NOK does not have ETOPS operation. To be added
t
in
more information if NOK operates.
pr
or
d
de
oa
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d
if
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Chapter 8
USE OF MINIMUM EQUIPMENT LIST (MEL) AND

CONFIGURATION DEVIATION LIST (CDL)
In principle, all equipment included in the type-certificated configuration
must be operative before dispatch of an airplane. However, with the high
degree of redundancy that is available in a modern airplane, some deviation
from the type-certificated configuration may, under certain conditions, be
accepted without sacrificing a safe operation.
A Minimum Equipment List (MEL) is established for each airplane type
specifying the equipment, systems and components which must be
ed
operative in order that the airplane may be considered airworthy for
dispatch.
t
The purpose of MEL is to provide a dispatch aid for flight crew and
in
maintenance crew in their efforts to bring an airplane from its point of origin
pr
to its point of destination safely and on time when repair of a deficiency is
not possible without considerable impact on the flight schedule. The MEL
or
specifies the dispatch conditions: the conditions to be fulfilled and the
procedures to be performed, in order to permit the revenue flights to be
d
flown with the inoperative item for a limited period of time. Furthermore, the
de
MEL must take into account the area of operation including whether the
airplane is being dispatched from base or an outstation.
oa
The MEL specifies the equipment, components and systems which may be
totally or partially inoperative, while airworthiness, flight safety and
nl
passenger comfort is still maintained. It also specifies ultimate time limits

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for rectification of inoperative equipment or systems. It is not the intention

that specified time limits in the MEL should be utilized to the extreme.
d
All efforts shall be made to rectify inoperative items as soon as possible in

order to minimize the time during which an airplane is operated with
if
reduced system redundancy.

d
The MEL should be used as a means to bring an airplane to a station where

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repair can be made without interrupting or delaying an ongoing flight.

tro
Similarly, to the above, the Configuration Deviation List (CDL) lists the
airplane secondary airframes that may be missing for a particular operation
and pictorially indicates areas of damage to the airplane skin/structure that
on
is considered acceptable for flight. Any part not included in the list must be
considered as necessary. It is important to repair the airplane at the first
nc
airport where repairs or replacements may reasonably be made, since

additional malfunctions may require the airplane to be taken out of service.
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No more than one part or one combination of parts of one system may be
missing, except otherwise specified. Parts of different systems may be
simultaneously missing, unless otherwise specified in this list. Missing part
may introduce performance penalties that are cumulative.
The Minimum Equipment List (MEL) is a document established by NOK and
approved by the CAAT.
NOK’s MEL is developed on the base of Master MEL (MMEL)/DDG and
customized by NOK as a function of its own operational policies and the
Chapter 8
CAAT requirements. The MEL shall never be less restrictive than the
MMEL.
Note: The MEL may be more conservative than the authority
requirements but must never be less restrictive.
The Configuration Deviation List (CDL) is a document approved by the
Airworthiness Authority having certified the airplane. The CDL is also
included in the Airplane Flight Manual (AFM).
The P-i-C shall not commence a flight unless he is satisfied that:
The airplane is not operated contrary to the provisions of the
ed
Configuration Deviation List (CDL);
The instruments and equipment are in operable condition except as
t
in
provided in the MEL.
pr
The P-i-C shall decide whether or not to accept an airplane with unservice
abilities allowed by the CDL or MEL.
or
In the MEL, any item is deemed “inoperative”, when it does not satisfactorily
fulfill its intended function, regardless of the reason.
d
An item is deemed to be inoperative when:
(i) It does not work at all; or
de
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(ii) It does not ensure all functions for which it was designed; or
(iii) It does not consistently work within its designed operating limits
nl
or tolerances; or
(iv) It is requested to be considered inoperative by the dispatch
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conditions; or
(v) It is not available due to a primary failure.
d
Whilst operating within the limits of the MEL/CDL, the airplane is deemed
to be airworthy and capable of operating within the specified environment.
if
The MEL is not intended to provide for continued operation of an airplane

d
for an unlimited period of time. Repairs should be made as soon as possible

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within the time limit imposed by Rectification Intervals.

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Rectification Intervals (A, B, C, and D) have been introduced in accordance

with definitions of MEL.
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Dispatch of the airplane is not allowed after expiry of the Rectification

Interval specified in the MEL unless the Rectification Interval is extended in
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accordance with the following:

A one-time (single) extension of the applicable Rectification Interval C
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may be permitted for the same duration as that specified in the MEL
provided:
(i) A description of specific duties and responsibilities for controlling
extensions is established by NOK and accepted by the CAAT;
and
(ii) The CAAT is notified within a time-scale acceptable to the CAAT
of any extension authorized.
Although the concept of Rectification Interval does not exist for the
CDL, all CDL items are not allowed to be left unrectified for an
Chapter 8
unlimited period of time as stated in the MEL/CDL. However, a specific

me limit is required in the dispatch condition itself for some items.
Decision for repair is under NOK responsibility.
It is Company policy that every effort be made to maintain 100%
serviceability with rectification being initiated at the first practical
opportunity.
The exposure to additional failures during continued operation with
inoperative systems or components must also be considered in
determining that an acceptable level of safety is maintained.
Dispatch of an airplane with more than one uncorrected MEL remark
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is permitted only if completely separate systems are involved,
emergency procedures related to one of the MEL remarks do not
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affect emergency procedure for the other MEL remark or vice versa
and pilot workload is not significantly increased.
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An airplane must not be dispatched with multiple MEL/CDL items
or
inoperative without the P-i-C having first determined that any interface
or interrelationship between inoperative systems or components will
not result in a degradation in the level of safety and/or undue increase
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in crew workload. de
However, some systems or equipment obviously basic to airplane
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airworthiness are not listed and must be operative for all flights. If there
is doubt as to whether the equipment may be required or not, the P-i-
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C should request advice from the Head Office via NOK operation
before making final decision.
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In case of defect, engineering personnel will certify in the Technical

Log adjacent to the appropriated effect the MEL/CDL subject title,
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system and item number together with any operational limitations.

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At the completion of any engineering tasks associated with the

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particular MEL item, engineering personnel will placard the

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inoperative instrument, switch, light, etc. When applicable, operational

flight plan, takeoff and landing performance and fuel requirement
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penalties must be taken into account due to inoperative equipment or

component.
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When a MEL/CDL item is rectified, engineering personnel should

make an entry in the Technical Log identifying the item and details of
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the rectification, including a statement that the MEL/CDL item has

been removed. Appropriate MEL placards must then be removed from
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the flight deck.

MEL (included ETOPS) governs the dispatch ability of the airplane
until flight is took up (application of take-off thrust on runway).
Dispatch of an airplane with reference to MEL requires acceptance
from the P-i-C. It should be emphasized that the P-i-C, based on
present or expected conditions, has the authority to require repair
even if dispatch is allowed according to MEL.
Chapter 8
Concluded that repair or replacement of a malfunctioning system or

component cannot be made without causing an unacceptable delay.
Whenever an airplane is dispatched with a reference to MEL, the fault
must be positively identified and, if applicable, isolated.
It must be ascertained that possible effects and interaction with other
systems are known and understood.
Detailed procedures for application and use of the MEL/CDL system
can be found in the respective.
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Chapter 8
NON-REVERNUE FLIGHTS
Definitions
The following flights are considered as non-revenue flights:
Training flights;
Test flights;
Delivery flights;
Ferry flights;
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Demonstration flights;
Positioning flights with or without passengers;
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Other special flights.
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Training Flights
Training flights are conducted under the responsibility of the Flight Crew
or
Training Department. (OX)with the purpose of:
School flight;
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P-i-C/pilot qualification/requalification;
Training the abilities of pilots under normal and abnormal conditions;
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In flight proficiency check.
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However, the final decision to carry out the actual training flight and the
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responsibility for adherence to company instructions described in the

Operations Manual in general and FTM in particular, remains with the
designated P-i-C.
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Test Flights
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General
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Company test flights herein are regarded as Functional Check Flights

(FCF), which means a flight carried out to provide reassurance of the
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aircraft's performance or to assure the correct function of a system

that cannot be fully established during ground check. All test flights
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shall be handled by NOK flight crew.

Purpose
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A test flight is a part of the maintenance program.

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A test flight is performed in order to:

(i) Check that the airplane conforms to specified standards;
(ii) Check that the airworthiness or the functional system of the
airplane during flight;
(iii) Assist with fault isolation or troubleshooting.
Normally, a test flight must not be regarded as accomplished until the
above requirements have been satisfied.
Chapter 8
Actions Requiring a Test Flight

Detail on the test flight requirements for each aircraft type is published
in the Aircraft Maintenance Manual.
Flight Test Reports
The test flight shall always be performed in accordance with
applicable Aircraft Functional Test Manual prepared by OV. In case
that any specific is required, a specific Aircraft Functional Test Manual
will be present by OV. The completed AFTM shall keep at OV till
aircraft phase-out or deliver to new customer. Suitable tests to be
performed at Non-Routine test flights shall be planned by the P-i-C in
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cooperation with an authorized station engineer. Should there be any
doubts as to suitable test procedures, inquiries shall be made to OV.
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Note: Do not make a stall test unless required by the "Aircraft
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Functional Test Manual".
Test Crew
or
Crew qualified to perform test flights shall be appointed by OE. For
passengers on test flight, OM-A 8.7.9—Passengers on Non-Revenue
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Flight should be applied accordingly.
Other Test Flights
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When a test flight is to be performed in BKK as requested by PT, it is
the duty of OV to select the required crew from OV. When a test flight
nl
is required at the line station, the P-i-C present may perform the test.
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Procedure
The test pilot/the P-i-C will receive a verbal or written test flight requested
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from OV or the authorized station engineer when actions requiring a test

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flight have to be performed. Before take-off, the crew shall be fully briefed
on the cause of the flight and its purpose by the authorized station engineer.
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The crew shall familiarize themselves with the actions to be taken during
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the test flight by studying in advance the Flight Test Report items and, if
applicable, the Expanded Checklist. One copy of Flight Test Report stating
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planned tests shall be left to the authorized station engineer before flight.
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Readings and functions observed during the test flight shall be recorded in
the Flight Test Report. Normally, a test flight shall not be regarded as
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accomplished until the maintenance requirement(s)has been fulfilled and

satisfied. If the test is deemed satisfactory, test pilot or team test leader
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shall record in aircraft log

“FLIGHT TEST PASSED” or “GROUND & FLIGHT TEST PASSED”
and sign his name to indicate the airplane has been released to revenue
operations. Otherwise, he shall record
” NEW TEST FLIGHT TO BE PERFORMED WITH ACTION TO BE TAKEN
TO COMPLAINT SEQ.NO. ____ “
and sign his name in the aircraft log to indicate the unsatisfactory test. Flight
remarks requiring a new test flight are grave remarks where the results of
actions taken cannot be checked on ground. It should be observed,
Chapter 8
however, that it is the responsibility of the authorized station engineer to

give the airplane maintenance release, when an approved test flight is
accomplished. Copy of the completed Flight Test Report shall be sent to
OV. For the calculation of flight time for airplane and crew, a Test
Flight/Flight Training Flight Log shall be completed. The form is available in
the Captain Report Folder. If the test pilot/the P-i-C deems it suitable, the
test flight may be performed in combination with a ferry flight.
Weather Conditions for Test Flights
The first test flight after airframe overhaul, essential modifications, repairs
of major structural damages and repairs after serious malfunctions in flight
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control systems affecting the airworthiness of the airplane may only take
place when actual and forecast weather for take-off and landing is at least
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DA/MDA/Min VIS, for actual navaid on approach chart but never below 500
in
ft above reference elevation 1500 m. All other test flights may be performed
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when actual and forecast weather for takeoff and landing is at least the
applicable Company landing minima, VIS according to Approach Chart.
or
Test flights, during which the inspections of airplane visual parts are
required, may only be performed in darkness if suitable lighting equipment
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is carried, making these inspections possible. The stall test may only be
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performed when external horizontal reference is available.
Delivery Flights
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Delivery flights may be combined with training flights provided the minimum
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crew as per the Airplane Flight Manual is on board.

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Delivery flights are flights where an airplane is flown from the seller’s facility
to the airline or vice versa. Provided all normal requirements are fulfilled,
non-revenue passengers may be carried if this is not excluded on the
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certificate of airworthiness and certificate of registration. Full insurance

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coverage must be assured. For some delivery flights, the Authority might
only issue a “ferry permit” in lieu of the certificate of airworthiness and the
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certificate of registration. This ferry permit may exclude the carriage of

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persons other than flight crew and engineers.

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Ferry Flights
Standard Ferry Flight
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Ferry flights are flights to position airplane for maintenance. They may be
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conducted with minimum crew and reduced airworthiness as permitted by

Operations Manual or the Authority.
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Demonstration Flights
A demonstration flight may be for a sale/advertising purpose or to
demonstrate flight characteristics. It may be also a flight with journalists and
customers. All flights shall follow the standard procedures described in the
Operations Manual.
In any case, all flights with passengers aboard require full and normal crew
complement.
Chapter 8
A demonstration flight (sightseeing flights) shall either be arranged

according to special schedule or be specifically authorized by OS.
Authorization shall contain relevant data such as name of the P-i-C, date,
route or area to be covered, etc.
Appropriate authorities should be informed of the planned flights.
An IFR flights plan shall be filed.
In order to descend below relevant minimum altitude for sightseeing
purposes the surrounding terrain must be clearly visible and weather
conditions satisfying VFR requirements. Utmost caution must be exercised.
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The airplane should not be flown closer than 1,000 ft from the ground.
The primary purpose of a demonstration flight (sightseeing flights) is to let
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the passengers see, as much as possible, the area flown over. It is
important that the flight be made as smoothly as possible. speed and
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choose the route in such a way that the same degree of turns can be made
to both sides.
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When several consecutive demonstration flights (sightseeing flights) are
performed over one congested area, the route should be varied from time
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to time in order to minimize the noise disturbance.
Positioning Flights
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A positioning flight is a flight to position an airplane to an aerodrome for
commercial operations. Positioning flights must be performed with at least
nl
the minimum flight crew and must follow the standard procedures described
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on the Operations Manual.

Only crewmembers of the Company may be transported on the way to or
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from flight duty (dead head crews). In this case, the P-i-C nominates one
crewmember to be responsible for cabin safety checks. In accordance with
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the P-i-C, the demonstration of safety belts, oxygen masks, life vests and
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emergency evacuation may be avoided, if all person on board are familiar

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with the demonstration of their use.

Other Special Flights
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Participation of the Company’s airplane in air shows or for the purpose of

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taking photographs or other similar engagements, is only authorized when

special permission has been granted by OV.
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Escort flights in connection with, e.g., royal flights, shall only be accepted
in accordance with special regulations laid down by Flight Operations
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authorities.
Passengers on Ferry, Test and Training Flights
On non-revenue flight, only Company’s employees, their dependents or
invited guests may be carried as passengers.
On test and training flights, only Company’s employees and CAAT
representatives may be accepted as passengers.
Passengers must not be accepted:
On test flights concerning the airworthiness of the airplane;
Chapter 8
On flights including any abnormal maneuver such as stalls, etc.;

When the handling of the passengers will interfere with the handling
of Company’s revenue flights or delay the test or training flight.
Carriage of passengers on Non-Revenue flights will always be subject to
the P-i-C's approval. The following procedures must be adhered to:
The passenger shall be issued a ticket;
The passenger must sign a waiver form to be filed at the station;
In the case of passengers under 18 years of age, written permission
from the parents must be presented and filed at the station;
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The passenger should be briefed on conduct in the airplane in order
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not to interfere with the test or training;
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The P-i-C should ensure that the passenger is holding a ticket.
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The P-i-C shall assign a crew member(s) to be responsible for cabin
safety checks. Subject to P-i-C's discretion, the demonstration of
or
safety belts, Oxygen masks, life vests and emergency evacuation may
be avoided, if all persons on board are familiar with its usage. A
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person(s) shall always be selected and advised to lead all actions in
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case of an emergency, and also to ensure that signals or orders given
from the flight deck are adhered to by all persons carried. He shall
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also be informed that he must keep the P‑i‑C briefed on any
disturbances or unexpected occurrences in the cabin.
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Note: In the instruction, the term "passengers" does not include

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inspectors of the authorities or technicians, who may be assigned

to the flights, even though such personnel are issued tickets.
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Chapter 8
OXYGEN REQUIREMENTS
An explanation of the Condition Under which Oxygen should be

Provided and Used
General
Adequate breathing oxygen must be provided to the crew and
passengers for sustenancein case of depressurization, smoke or toxic
gas emission.
Additional "FirstAidOxygen" is required for passengers when the flight
is planned to fly above 25000ft.This First Aid Oxygen must still be
ed
available after a depressurization.
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All company aircraft are pressurizedand equipped with adropdown
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oxygen generating system.
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Definitions
First aid oxygen is the supply of undiluted oxygen for passengers who,
or
for Physiological reasons, might require oxygen following a descent
from cabin pressure altitudes above 25,000 ft.
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Supplemental oxygen pressurized aircraft is the supply of oxygen to
the required number of occupants for the required flight time at the
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appropriate altitude(s), following a cabin depressurization.
Crew protective breathing equipment (PBE) is an equipment to protect
nl
the eyes, nose and mouth of each flight crewmember while on flight
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deck duty and for each cabin crew member. The PBE shall allow the
crewmembers to continue to perform their duties even under smoke
or toxic air conditions in the cabin or on the flight deck, the portable
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PBE equipment must allow active fire fighting

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Chapter 8
The oxygen requirements

Flight Crew
Each member of the flight crew on flight deck duty shall be supplied
with supplemental oxygen as specified in table: Minimum
Requirements for Supplemental Oxygen for Pressurized
Aircraft below. If all occupants of flight deck seats are supplied
from the flight crew source of oxygen supply, then they shall be
considered as flight crew members on flight deck duty for the
purpose of oxygen supply.
(i) Oxygen masks shall be located so as to be within the immediate
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reach of flight crew members whist at their assigned duty
stations.
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(ii) Oxygen masks for use by flight crew members in pressurized
in
aircraft operating above 25,000 ft shall be a quick donning type
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of mask.
Cabin Crew Members and Passengers
or
(i) Cabin crew members and passengers shall be supplied with
supplemental oxygen in accordance with table: Minimum
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Requirements for Supplemental Oxygen for Pressurized
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Aircraft below. Additional cabin crew members carried above
the minimum cabin crew complement shall be considered as
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passengers for the purpose of oxygen supply.
(ii) When operating above 25,000 ft there shall be provided
nl
sufficient spare outlets and masks and/or sufficient portable

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oxygen units with masks for use by all required cabin crew
members. The spare outlets and/or units are to be distributed
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evenly throughout the cabin to ensure immediate availability

and accessibility of oxygen to each minimum cabin crew
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member regardless of his or her location at the time of cabin

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pressurization failure.
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(iii) When operating above 25,000 ft there shall be provided an

oxygen dispensing unit connected to oxygen supply terminals
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immediately available to each occupant wherever seated. The

total number of dispensing units and outlets shall be exceeding
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the number of seats by at least 10%. The extra units are to be

evenly distributed throughout the cabin.
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(iv) When operating above 25,000 ft or, if operating below, and

unable to descend safely within 4 minutes to 13,000 ft, the
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aircraft shall be
providedwithautomaticallydeployableoxygenequipmentimmedia
telyavailable immediately available to each occupant. The total
number of dispensing units shall exceed the number of seats
by least 10%. The extra units are to be evenly distributed
throughout the cabin.
Chapter 8
Minimum Requirements for Supplemental Oxygen for Pressurized Aircraft
SUPPLYFOR: DURATIONAND CABIN PRESSUREALTITUDE
All occupants Entireflighttimewhenthecabinpressurealtitudeexceeds1

of flight seats 3000ftandentireflighttimewhenthecabinpressurealtitude
on flight deck exceeds10000ftbutdoesnotexceed13000 ft after the first
duty 30 minutes at those altitudes.
All required Entireflighttimewhencabinpressurealtitudeexceeds1300
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cabin crew 0ft and entire flight time
Member whencabinpressurealtitudeisgreaterthan10000ftbutdoe
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snotexceed13000 ft after the first 30 minutes at these
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altitudes. (Note 2)
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100% of passenger Entire flight time when the cabin pressure altitude
(Note 3) exceeds13000ft but in no case less than 10 minutes
or
(Note 2).
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10% of passenger Entire flight time when the cabin pressure altitude
(Note 3) de
exceeds 10000 ft but does not exceed 13000 ft after the
first 30 minutes at these altitudes.
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Note 1: The supply provided shall take account of the cabin pressure
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altitude and descent profile for the routes concerned.

Note 2: The required minimum supply is that quantity of oxygen necessary
for a constant rate of descent from the aircraft’s maximum
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certificated operating altitude to 13000 ft in10 minutes.

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Note 3: For the purpose of this table ‘passengers’ means passenger’s

actually carried and includes infants.
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Chapter 8
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Chapter 9
Dangerous Goods and Weapons
9 DANGEROUS GOODS AND WEAPONS

POLICY ON THE TRANSPORT OF DANGEROUS GOODS
Nok Air has authorized to carry Dangerous goods as per CAAT approval.
Nok Air is obliged to act in accordance with the applicable and current
IATA Dangerous Goods Regulation (DGR) with respect to transport of
Dangerous Goods by the Corporation, any relevant national and
recognized international regulations, ICAO Annexes and regulations,
DGR General Rules, CAAT AOCR, Cargo Manual, Ground Operations
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Manual, Dangerous Goods Manual shall also be taken into account, in
addition to implementation of applicable IATA Dangerous Goods
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Regulations. No dangerous goods or substances shall be accepted for
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transport unless otherwise provided in IATA DGR, EASA, other
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national/international regulations and Corporation regulations. In case of
any suspicions about the content of the goods requested to be
or
transported, the transport process must be suspended until the issue is
fully clarified.  
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The OM-A chapter 9 provides the guidance to all personnel who are
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directly related to the dangerous goods handling. This chapter has been
prepared in accordance with legislation requirements CAAT AOCR
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chapter 2, (18) and will comly with all instructry standard IATA Dangerous
Goods Regulations.
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The following documents/manuals contain information and/or guidance,

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which are relevant to the Nok DGR operation

Approval for the Transport of Dangerous Goods
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Dangerous goods can only be carried according to the International Civil

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Aviation Organization’s Technical Instructions for the Safe Transport of

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Dangerous Goods by Air (Technical Instructions), irrespective of whether

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the flight is wholly or partly within or wholly outside the territory of a State.
An approval must be granted by the CAAT before dangerous goods can
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be carried on an aircraft, except as identified in 9.2 and 9.2.6 below. An

additional approval or an exemption may be required to permit the
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transport of some dangerous goods (see 9.1.2 below).

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Nok Air personnel responsibilities with regard to the Dangerous goods (DG)
approval operator
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VE-S/ Aviation Security Manager and Dangerous Goods Coordinator

will take response regarding to the company dangerous goods
program
The Station Managers or other nominated supervisors at the stations
are responsible to make sure, that sufficient trained and qualified staff
is available to perform operational cargo functions related to handling
and ensure that accepting dangerous goods.
Chapter 9
Terminal Operator is responsible for ensuring that sufficient notices

are provided at the cargo acceptance points, giving information to
ensure that accepting dangerous goods.
Cargo acceptance staff is responsible for accepting dangerous goods
for carriage.
Warehouse and loading staff are responsible for storage and loading
and ensure that accepting dangerous goods.
Load planners are responsible for correct location planned in the
aeroplane and that “NOTOC” in Nok’s form BC015 is issued properly.
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All personnel are responsible for informing and reporting if undeclared
or misdeclared dangerous goods are found in cargo.
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The coordination of all Dangerous Goods matters comes under the
purview of Duty Manager Operation, Nok Air assigned responsibility
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shall refer to OM-A Chapter 9.5.
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Action to be taken in the event of emergencies involving dangerous good
is prescribed in OM-A Chapter 9.11 and Chapter 11.10.
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Details of the location and numbering system of cargo compartments
together with:
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The maximum quantity of dry ice permitted in each compartment is
prescribed in OM-A Chapter 9.7.8, Table 2.3A (21) ; and
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Where applicable, this information must also be provided to ground

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handling agents, is prescribed in OM-A Chpater 9.7.10, Table 2.3A.

Note 1 : Nok Air holds a CAAT approval for the transport of dangerous
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goods by air.
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Note 2 : Nok Air should not carry any prohibit items.

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Note 3 : The following Nok Air person is assigned for approval held :
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Mr. Raiarj Boonchuay

Quality Assurance Manager – Dangerous Goods Standard / VA-D
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Telephone : +66 2 627-2064

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Fax : +66 2 535-6685

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Mobile Phone : +66 867-978-949

E-mail : Rajarj.boo@nokair.com
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Chapter 9
Restrictions
Certain dangerous goods, which are normally forbidden, may be
specifically approved for air transport by CAAT:
(a) To transport dangerous goods forbidden on passenger and/or cargo
aircraft where Special Provision A1/A2 applies; or
(b) For other purposes as specified in the ICAO Technical Instructions;
Provided that in such instances an overall level of safety in transport which
is at least equivalent to the level of safety provided for in these Instructions
is achieved.
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In instances of extreme urgency or when other forms of transport are
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inappropriate or full compliance with the prescribed requirements is
in
contrary to public interest, the States concerned may grant an exemption
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from the provisions of the Instructions provided that in such instances an
overall level of safety in transport which is at least equivalent to the level
or
of safety provided for in these Instructions is achieved. For the purposes
of exemptions, “States concerned” are the States of Origin, Operator,
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transit, overflight and destination. For the State of overflight, if none of the
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criteria for granting an exemption are relevant, an exemption may be
granted based solely on whether it is believed that an equivalent level of
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safety in air transport has been achieved.
Dangerous goods carried in accordance with an exemption or

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approval must comply with the conditions on the exemption or

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approval, as well as those on the permanent approval unless these

have been varied by the exemption or further approval.
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The Nok’s procedure for ensuring relevant personnel are made aware of
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the details of short-term approvals and exemptions regarding the

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dangerous goods (e.g.through the issue of crew notices) should be

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described. It is recommended that when dangerous goods are carried

under a specific exemption or approval, a copy of that document be
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carried on board the aircraft.

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Dangerous Goods Forbidden in Aircraft under any circumstances is

intended to include articles being returned to the manufacturer for safety
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reasons, e.g. defective lithium batteries.

.
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Chapter 9
Definitions and Abbreviations

Terms and abbreviations may often be used in this manual that do not
reflect the normal day to day meaning or general understanding of these
words. To assist in the understanding of the manual, a number of terms
have been defined in this section.
Acceptance
Acceptance constitutes the making of a formal agreement on behalf of the
operator to carry cargo on board an aircraft. Such agreements are not
considered entered into, and hence cargo has not been accepted, until the
cargo involved is appropriately checked against an appropriate Dangerous
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Goods Acceptance Checklist and considered in all respects ready for
carriage by a person trained to the requirements of this Manual.
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“Accepting” and “Accept” have corresponding meanings.
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Agent
An Agent is a person or an organisation authorised to act for, or on behalf
or
of another person or organisation.
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Ammunition
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The material used in discharging firearms, it is made up of an assembled
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round of a cartridge case, primer, gunpowder and/or projectile.
NOTE: Gunpowder is not classified as ammunition and cannot be carried
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in checked baggage.
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AOC
Air Operators Certificate (issued to an operator engaged in commercial
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flying operations).
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Baggage
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Personal property of passengers and crew carried on an aircraft by

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agreement with the operator.

Biological Products
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Biological Products are those substances that meet one of the following
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criteria:
Finished biological products for human or veterinary use
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manufactured in accordance with the requirements of national public

health authorities and moving under special approval or licence from
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such authorities.
Finished biological products shipped prior to licensing for
development or analysis purposes for use in humans or animals.
Finished biological products for experimental treatment of animals and
which are manufactured in compliance with the requirements of
national public health authorities.
They also cover unfinished biological products prepared in accordance with
procedures of specialised governmental agencies.
Chapter 9
NOTE: Live animal and human vaccines are considered biological products
and not infectious substances. Live vertebrate or invertebrate animals must
not be used to consign infectious substances unless such substances
cannot be consigned by any other means. Infected live animals must not
be transported by air unless exempt in accordance with the IATA
Dangerous Goods Regulations 2.1.2.
Clinical and Medical Waste
Clinical and medical wastes are wastes derived from the medical treatment
of humans or animals or bio-research, where there is a relatively low
probability that infectious substances are present.
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Waste, clinical or bio-medical, substances must meet the relevant
requirements for the infectious substances applicable to the UN number to
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which they are assigned.
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Compartment
A space allocated within a hold of an aircraft.
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Consignee
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A consignee is the person or Company shown on an Air Consignment Note,
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Air Waybill or Shipper’s Instruction for Dispatch to whom cargo is addressed
and consigned.
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Consignment
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A consignment is one or more packages of goods consigned by one shipper

at one time, at one place, accepted in one lot and addressed to one
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consignee at the destination address and carried under one consignment

note.
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Consignor
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The consignor or shipper is the person, firm, company or organization

shown as such on the air consignment note, airway bill or shipper’s
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instructions for dispatch, who consigns goods and contracts with the
company to carry them by air.
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Consolidator
A consolidator is an organisation, other than an air carrier, which
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specialises in accepting single or multiple consignments from one or more

consignors and offers the goods as a single consignment to a scheduled
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operator.
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Dangerous Goods
Dangerous Goods are articles or substances which are capable of posing
a risk to health, safety, property or the environment and which are shown
in the list of Dangerous Goods in these Regulations.
Note: The terminology ‘Hazardous Materials’ is the USA’s Department of
Transport equivalent to ‘Dangerous Goods’.
Chapter 9
Dangerous Goods Accident

An accident, in relation to dangerous goods, means an event that is related
to the transport of dangerous goods must be reviewed which results in:
A fatal or serious injury to a person, or
Major property damage (e.g. aircraft, buildings, vehicle etc.)
Dangerous Goods Incident
An incident, in relation to dangerous goods, means an event (not being a
dangerous goods accident), associated and related to the transport of
dangerous goods, not necessarily occurring on board an aircraft must be
ed
reviewed, which results in:
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The escape of smoke or fire from the container or package in which
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the dangerous goods are contained, or
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The breakage of the container or package in which the dangerous
goods are contained, or
or
Leakage of dangerous goods from the container or package in which
they are contained, or
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Leakage of fluid or radiation from the container or package in which
the dangerous goods are contained, or
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Seriously jeopardising, or is likely to seriously jeopardise, an aircraft
or its occupants, or
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Injury to a person, or
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Property damage.
DGR
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Dangerous Goods Regulations (specifically refers to the IATA Dangerous

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Goods Regulations)
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Employee
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An employee, in relation to a freight forwarder, an operator or a regular

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shipper of dangerous goods, includes:

A person who performs services for or on behalf of, the freight
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forwarder, operator or shipper, and

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An employee of that person.

Exception
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An exception is a provision in the IATA Regulations that excludes a specific

item of dangerous goods from the requirements normally applicable to that
item.
Excess Baggage
Baggage which a passenger has presented to check-in as accompanied
checked baggage, but which exceeds the passenger’s baggage allowance
specified by the operator and which is consequently consigned as cargo in
order to be sent to the same destination as the passenger.
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Exemption
An exemption is an authorization issued by the States concerned providing
relief from the provisions of the IATA Regulations or the ICAO Technical
Instructions.
Freight Forwarder
A freight forwarder is a person who offers a service to the public to arrange
the transport of cargo by air.
Hold
An area within an aircraft used to carry cargo/freight/baggage. A hold is
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generally further divided into compartments.
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IATA
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International Air Transport Association.
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ICAO
or
International Civil Aviation Organisation, a specialised agency of the United
Nations.
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ICAO TIs
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International Civil Aviation Organisation, Technical Instructions for the Safe
Carriage of Dangerous Goods by Air.
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Infectious Substance
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Infectious substances are substances containing viable micro-organisms

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including bacterium, virus, rickettsia, parasite, fungus, or a recombinant,

hybrid or mutant that are known, or reasonably believed, to cause disease
in humans or animals. A more specific definition can be found in the IATA
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Dangerous Goods Regulations.

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Operator
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An operator is a person or organisation engaged in air transport.

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Regular Shipper of Dangerous Goods

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A regular shipper of Dangerous Goods conducting a business that relates

to the manufacture, sale or purchase of dangerous goods and regularly
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consigns dangerous goods for carriage on board an aircraft in the course

of that business.
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Technical Instructions
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The Technical Instructions for the Safe Transport of Dangerous Goods by

Air, approved and published by decision of the Council of the International
Civil Aviation Organisation.
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POLICY GENERAL EXCEPTIONS
Except for (ICAO Technical Instructions for the Safe Transport of

Dangerous Goods by Air), these Instructions do not apply to dangerous
goods carried by an aircraft where the dangerous goods are:
to provide, during flight, medical aid to a patient when those
dangerous goods:
(i) Have been placed on board with the approval of Nok; or
(ii) form part of the permanent equipment of the aircraft when it has
been adapted for specialized use; providing that:
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 Gas cylinders have been manufactured specifically for
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the purpose of containing and transporting that particular
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gas;
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 Equipment containing wet cell batteries is kept and, when
necessary, secured in an upright position to prevent
or
spillage of the electrolyte;
Note.—For dangerous goods that passengers are permitted to
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carry as medical aid, see IATA provisions of 2.3.2 to 2.3.5.
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To provide, during flight, veterinary aid or a humane killer for an
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animal;
For dropping in connection with agricultural, horticultural, forestry,
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avalanche control, ice jam control and Landslide clearance or pollution

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control activities;
To provide, during flight, aid in connection with search and rescue
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operations;
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Vehicles carried in aircraft designed or modified for vehicle ferry

operations and all of the following requirements are met:
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(i) authorization has been given by the appropriate authorities of

the States concerned, and such authorities have prescribed
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specific terms and conditions for the particular Nok’s operation;

(ii) vehicles are secured in an upright position;
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(iii) fuel tanks are so filled as to prevent spillage of fuel during

loading, unloading and transit; and
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(iv) adequate ventilation rates are maintained in the aircraft

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compartment in which the vehicle is carried;

required for the propulsion of the means of transport or the operation
of its specialized equipment during transport (e.g. refrigeration units)
or that are required in accordance with the operating regulations (e.g.
fire extinguishers)
contained within items of excess baggage being sent as cargo
provided that:
(i) the excess baggage has been consigned as cargo by or on
behalf of a passenger;
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(ii) the dangerous goods may only be those that are permitted by
and in accordance with IATA provisions of 2.3.2 to 2.3.5, to be
carried in checked baggage;
(iii) the excess baggage is marked with the words “Excess
baggage consigned as cargo”.
Provision must be made to stow and secure dangerous goods
transported during take-off and landing and at all other times when
deemed necessary by the pilot-in-command.
The dangerous goods must be under the control of trained personnel
during the time when they are in use on the aircraft.
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Dangerous goods transported under 1.1.5.1 a), b), c) and d) may be
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carried on a flight made by the same Aircraft before or after a flight for
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the purposes identified above, when it is impracticable to load or
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unload the dangerous goods immediately before or after the flight,
subject to the following conditions:
or
(i) the dangerous goods must be capable of withstanding the
normal conditions of air transport;
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(ii) the dangerous goods must be appropriately identified (e.g. by
marking or labelling);
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(iii) the dangerous goods may only be carried with the approval of
Nok;
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(iv) the dangerous goods must be inspected for damage or leakage

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prior to loading;
(v) loading must be supervised by Nok;
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(vi) the dangerous goods must be stowed and secured in the

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aircraft in a manner that will prevent any movement in flight

which would change their orientation;
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(vii) the pilot-in-command must be notified of the dangerous goods

loaded on board the aircraft and their loading location. In the
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event of a crew change, this information must be passed to the

next crew;
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(viii) all personnel must be trained commensurate with their

responsibilities;
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(ix) the provisions of IATA provisions of 1.4.2 and 9.6.1.

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EXCEPTIONS FOR DANGEROUS GOODS OF THE OPERATOR

The provisions of these Instructions do not apply to the following:
articles and substances which would otherwise be classified as
dangerous goods but which are required to be aboard the aircraft in
accordance with the pertinent airworthiness requirements and
operating regulations or that are authorized by CAAT to meet special
requirements;
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aerosols, alcoholic beverages, perfumes, colognes, liquefied gas

lighters and portable electronic devices containing lithium metal or
lithium ion cells or batteries provided that the batteries meet the
provisions of IATA provisions of 2.3.5.9 carried aboard an aircraft by
Nok for use or sale on the aircraft during the flight or series of flights,
but excluding non-refillable gas lighters and those lighters liable to
leak when exposed to reduced pressure;
dry ice intended for use in food and beverage service aboard the
aircraft;
Electronic devices, such as handheld vacuum with alkaline batteries
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for such devices carried aboard an aircraft by the Nok for use on the
aircraft during the flight or series of flights, provided that the batteries
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meet the provisions of (IATA provisions of 2.3.5.9) Spare alkaline
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batteries must be individually protected so as to prevent short circuits
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when not in use. Conditions for the carriage and use of these
electronic devices and for the carriage of spare batteries must be
or
provided in the operations manual and/or other appropriate manuals
as will enable flight crew, cabin crew and other employees to carry out
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their responsibilities.
Note: de
Dangerous goods intended as replacements for those
referred to in 9.2.1 a, b and c above may not be carried without the
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approval referred to in 9.1.1 and unless consigned and accepted for
transport in accordance with the IATA DGR.
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Nok does not carry and storage electronic flight bags such as tablet or
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notebook for pilot use during flight Handheld vacuum loaded in the
operation unit for cabin crew , uplifted into the acircfaft by catering for cabin
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crew to use during flight and unloaded by catering after completed of the
flight. Unless otherwise authorized by CAAT, articles and substances
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intended as replacements for those referred to in 2.2.1 a), or articles and

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substances referred to in 2.2.1 a) which have been removed for

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replacement, must be transported in accordance with the provisions of

these Instructions, except that when consigned by operators, they may be
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carried in containers specially designed for their transport, provided such

containers are capable of meeting at least the requirements for the
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packaging specified in these Instructions for the items packed in the

containers.
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Unless otherwise authorized by CAAT, articles and substances intended as

Replacements for those referred to in 2.2.1 b) and c) must be transported
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in accordance with the provisions of these Instructions.

Unless otherwise authorized by CAAT, battery-powered devices with
installed batteries and spare batteries intended as replacements for those
referred to in 2.2.1 d) must be transported in accordance with the provisions
of these Instructions.
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Approval
Where specifically provided for in these Regulations, the States concerned
may grant an approval to permit \ the transport of dangerous goods,
provided that in such instances an overall level of safety in transport which
is equivalent to the level of safety provided for in these Regulations is
achieved.
Note: For the purposes of approvals, “States concerned” are the States of
origin and the operator, unless otherwise specified in these Regulations
Acceptance of dangerous goods offered for transport under the provisions
of an approval is at the discretion of the operator (s) concerned. Shippers
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are encouraged to make advance arrangements with the operator (s) as
part of the planning process associated with any approval application.
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Airworthiness and Operatoinal Items
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An approval is not required for dangerous goods which are required to be
aboard the aircraft as:
or
items for airworthiness or operating reasons or for the health of
passengers or crew, such as batteries, fire extinguishers, first-aid kits,
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insecticides, air fresheners, life rafts, escape slides, life-saving
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appliances, portable oxygen supplies, tritium signs, smoke hoods,
passenger service units;
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aerosols, alcoholic beverages, perfumes, colognes, liquefied gas
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lighters and portable electronic devices containing lithium metal or

lithium ion cells or batteries provided that the batteries meet the
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provisions applicable when carried by passengers and crew) carried

aboard an aircraft by Nok for use or sale on the aircraft during the flight
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or series of flights, but excluding non-refillable gas lighters and those

lighters liable to leak when exposed to reduced pressure; and
if
dry ice intended for use in food and beverage service aboard the
d
aircraft; and
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Electronic devices such as electronic flight bags, personal

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entertainment devices, credit card readers, containing lithium metal or

lithium ion cells or batteries and spare lithium batteries for such
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devices carried aboard an aircraft by Nok for use on the aircraft during
the flight or series of flights, provided that the batteries meet the
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provisions applicable to the carriage of portable electronic devices

containing lithium or lithium ion cells or batteries by passengers (see
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the entry for ‘consumer articles’ in the table produced at 9.2.6. Table
8-1 (IATA Table2.3A). Spare lithium batteries must be individually
protected so as to prevent short circuits when not in use.
Nok does not carry and storage electronic flight bags such as tablet
or notebook for pilot use during flight Handheld vacuum loaded in the
operation unit for cabin crew , uplifted into the aircraft by catering for
cabin crew to use during flight and unloaded by catering after
completed of the flight.
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Note: Dangerous goods intended as replacements for those referred to in

9.2.1 a, b and c above may not be carried without the approval referred to
in 9.1.1 and unless consigned and accepted for transport in accordance
with the IATA DGR.
Unless otherwise authorized by CAAT, articles and substances intended as
replacements For those referred to in a), or articles and substances referred
to in a) which have been removed for replacement, must be transported in
accordance with the provisions of these Instructions, except that when
consigned by Nok, they may be carried in containers specially designed for
their transport, provided such containers are capable of meeting at least the
requirements for the packaging specified in these Instructions for the items
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packed in the containers.
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Conditions for carriage of portable electronic devices (PEDs) and
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spare batteries
or
electronic devices, such as electronic flight bags, personal entertainment
devices, and credit card readers, containing lithium metal or lithium ion cells
or batteries and spare lithium batteries for such devices carried aboard an
d
aircraft by Nok for use on the aircraft during the flight or series of flights,
de
provided that the batteries meet the provisions of (ICAO TI 8;1.1.2 19 ,IATA
provisions of 2.3.5.9) Spare lithium batteries must be individually protected
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so as to prevent short circuits when not in use. Conditions for the carriage
and use of these electronic devices and for the carriage of spare batteries
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must be provided in the operations manual and/or other appropriate

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manuals as will enable flight crew, cabin crew and other employees to carry
out their responsibilities.
d
Nok does not carry and storage electronic flight bags such as tablet or
notebook for pilot use during flight.
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Note: Dangerous goods intended as replacements for those referred to in

d
9.2.1 a, b and c above may not be carried without the approval referred
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to in 9.1.1 and unless consigned and accepted for transport in accordance

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with the IATA DGR.

Veterinary Aid
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An approval is not required for dangerous goods which are carried for use
in flight as veterinary aid or as a humane killer for an animal. Such
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dangerous goods must be stowed and secured during take-off and landing
and at all other times when deemed necessary by the pilot-in-command.
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The dangerous goods must be under the control of trained personnel during
the time when they are in use on the aircraft.
Dangerous goods may be carried on a flight made by the same aircraft
before or after a flight for which they are required as veterinary aid or as
a humane killer for an animal, (e.g. training flights and positioning flights
prior to or after maintenance), when it is impracticable to load or unload
the dangerous goods immediately before or after the flight, subject to the
following conditions:
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the dangerous goods must be capable of withstanding the normal

conditions of air transport;
the dangerous goods must be appropriately identified (e.g. by marking
or labelling);
the dangerous goods may only be carried with the approval of Nok;
the dangerous goods must be inspected for damage or leakage prior
to loading;
loading must be supervised by Nok;
the dangerous goods must be stowed and secured in the aircraft in a
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manner that will prevent any movement in flight which would change
their orientation;
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the pilot-in-command must be notified of the dangerous goods loaded
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on board the aircraft and their loading location. In the event of a crew
change, this information must be passed to the next crew;
or
all personnel must be trained commensurate with their
responsibilities; and
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the provisions of 9.14.1 (Dangerous Goods Accident and Incident
Reports) apply. de
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Medical Aid for a Patient
An approval is not required for dangerous goods which:
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are placed on board an aircraft with the approval of Nok; or

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form part of the permanent equipment of the aircraft when it has been
adapted for specialised use, to provide, during flight, medical aid for a
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patient, such as gas cylinders, drugs, medicines, other medical

material (e.g. sterilising wipes) and wet cell or lithium batteries,
if
providing:
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(i) the gas cylinders is prohibit to accept onboard as per Nok Air
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Policy;
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(ii) the drugs and medicines and other medical matter are under the
control of trained personnel during the time when they are in
use;
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(iii) the equipment containing wet cell batteries is kept, and when
necessary secured, in an upright position to prevent spillage of
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the electrolyte; and

(iv) proper provision is made to stow and secure all the equipment
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during take-off and landing and at all other times when deemed
necessary by the commander in the interests of safety.
These dangerous goods may also be carried on a flight made by the same
aircraft to collect a patient or after that patient has been delivered when it is
impracticable to load or unload the goods at the time of the flight on which
the patient is carried.
Note: The dangerous goods carried may differ from those identified above
due to the needs of the patient. These provisions apply both to dedicated
air ambulances and to temporarily modified aircraft.
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Note. For dangerous goods that passengers are permitted to carry as

medical aid refer to IATA 2.3.2 to 2.3.5.
when it is impracticable to load or unload the dangerous goods immediately
before or after the flight, subject to the following conditions:
the dangerous goods must be capable of withstanding the normal
conditions of air transport;
the dangerous goods must be appropriately identified (e.g. by marking
or labelling);
the dangerous goods may only be carried with the approval of Nok;
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the dangerous goods must be inspected for damage or leakage prior
to loading;
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loading must be supervised by Nok;
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the dangerous goods must be stowed and secured in the aircraft in a
manner that will prevent any movement in flight which would change
or
their orientation;
the pilot-in-command must be notified of the dangerous goods loaded
d
on board the aircraft and their loading location. In the event of a crew
de
change, this information must be passed to the next crew;
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all personnel must be trained commensurate with their
responsibilities; and
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the provisions of 9.14.1 (Dangerous Goods Accident and Incident

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Reports) apply.
Excess baggage being sent as cargo
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An approval is not required for dangerous goods contained within items of

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excess baggage being sent as cargo provided that:

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(i) the excess baggage has been consigned as cargo by or on behalf

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of a passenger;
(ii) the dangerous goods may only be those that are permitted by and
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in accordancewith 9.2.6 (Item permitted in baggage) to be carried in

checked baggage; and
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(iii) the excess baggage is marked with the words “Excess baggage
consigned as cargo”.
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With the aim of preventing dangerous goods, which a passenger is not

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permitted to have, from being taken aboard an aircraft in excess baggage

consigned as cargo, any organization or enterprise accepting excess
baggage consigned as cargo should seek confirmation from the
passenger, or a person acting on behalf of the passenger, that the excess
baggage does not contain dangerous goods that are not permitted and
seek further confirmation about the contents of any item where there are
suspicions that it may contain dangerous goods that are not permitted.
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Items permitted in baggage including:

International standards permit the carriage of the dangerous goods listed
below by passengers or crew members either as or in carry-on baggage
or checked baggage or on their person. Additional restrictions
implemented by countries in the interests of aviation security may,
however, limit or forbid the carriage of some of these items.
Certain items listed are permitted only with Nok’s approval. Requirements
apply to some items regarding the means by which they are prepared for
transport (e.g. wheelchairs and battery-powered mobility devices) or the
ed
professional status of the passenger (e.g. Chemical Agent Monitoring
Equipment). The Nok’s policy towards the carriage of items listed as
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requiring Nok’s approval should be established. This should include
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details of how passengers are expected to declare their intention to carry
an item, how its proper preparation will be confirmed and how details will
be passed to ground handlers (as required). If case-by-case consideration
or
is considered appropriate for items requiring Nok approval, the person or
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role within the operation that may grant approval for the carriage of such
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items and the basis upon which approvals will be granted should be
stated. An approval is not required for those dangerous goods which,
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according to the Technical Instructions, can be carried by passengers or
crew members as per the following table:
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Note: Should it be necessary to transfer carry-on baggage to the hold (e.g.

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due to the size of the baggage preventing proper stowage in the cabin) it
is necessary for cabin crew to verify that the baggage contains no
d
dangerous goods that are permitted for carriage in carry-on baggage only
(e.g. spare lithium batteries, heat producing articles etc).
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Except as otherwise provided in (IATA1.2.8), dangerous goods, including

d
excepted packages of radioactive material, Must not be carried by

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passengers or crew members, either as or in carry-on baggage or

checked baggage or on their person. Except as provided for in Table 9-
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1, security type equipment such as attaché cases, cash boxes, cash

bags, etc., incorporating dangerous goods, for example lithium batteries
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or pyrotechnic material, are totally forbidden; see entry in IATA Table 4.2.
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Personal medical oxygen devices that utilise liquid oxygen are Not
Permitted.
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If passengers use terms such as “liquid oxygen” or “portable personal

oxygen”, personnel should question the passenger to determine if they
are transporting any quantity of liquid oxygen. Furthermore, passengers
attempting to transport such devices may state that it has to remain in an
upright position. Passengers attempting to transport such devices must
be advised that they are not permitted for carriage.
Electroshock weapons (e.g. tasers) containing dangerous goods such as
explosives, compressed gases, lithium batteries, etc., are forbidden in
carry-on baggage or checked baggage or on the person. Not with
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standing any additional restrictions which may be implemented by States

in the interests of aviation security, except for the incident reporting
provisions of IATA 9.6.1, 9.6.2 as applicable, the provisions of these
Instructions do not apply to the dangerous goods listed in Table 9-1, when
carried by passengers or crew members or in baggage that has been
separated from its owner during transit (e.g. lost baggage or improperly
routed baggage) or in excess baggage carried as cargo as permitted by
IATA 1.2.7.1(g))
Any organization or enterprise other than Nok (such as a travel agent),
involved in the air transport of passengers, should provide passengers
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with information about the types of dangerous goods which they are
forbidden to transport aboard an aircraft. This information should consist
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of, as a minimum, notices at those locations where there is an interface
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with the passengers.
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Where provision is made for the purchase of tickets via the Internet,
information on the types of dangerous Goods which a passenger is
or
forbidden to transport aboard an aircraft should be provided in either text
or pictorial form and should be such that ticket purchase cannot be
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completed until the passenger, or a person acting on their behalf, has
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indicated that they have understood the restrictions on dangerous goods
in baggage.
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Chapter 9
NOK AIR Provisions for Dangerous Goods Carried by Passengers or Crew

Dangerous goods must not be carried in or as passengers or crew, checked or carry-
on baggage, except as otherwise provided below. Dangerous goods permitted in
carry-on baggage are also permitted “on one’s person”, except where otherwise
specified.
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Chapter 9
Instructions on the Carriage of Employee of the Operator (Procedure for granting approval for
certain items in baggage)
There is no restriction of the carriage of employees on an aircraft carrying
dangerous goods which are permitted on a passenger aircraft, providing
the requirements of the Technical Instructions are complied with. When an
aircraft is carrying dangerous goods which can only be carried on a cargo
aircraft, employees of Nok can also be carried provided they are in an
official capacity. It is intended this be interpreted as meaning they have
duties concerned with the preparation or undertaking of a flight or on the
ground once the aircraft has landed, although not necessarily in
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connection with an aircraft. Refer to 9.7.2 and comply accordingly.
Goods acceptable with Nok Approval, as Checked Baggage Only, Goods
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Acceptable with Nok Approval as Carry-on Baggage Only and Goods
Acceptable with Nok Approval as Baggage address dangerous goods that
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are permitted in passenger and crew baggage only when Nok concerned
approve such carriage. It is recommended that Nok have documented
or
procedures that identify the approval process and any company specific
requirements that may apply to items that are approved for carriage. More
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detail on the recommended practice is set out in IATA 1.4.2.2.
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Procedure for carriage of battery powered mobility aids
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International standards permit the carriage of the dangerous goods listed
below by passengers or crew members either as or in carry-on baggage
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or checked baggage or on their person. Additional restrictions

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implemented by countries in the interests of aviation security may,

however, limit or forbid the carriage of some of these items.
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Certain items listed are permitted only with Nok’s approval. Requirements
apply to some items regarding the means by which they are prepared for
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transport (e.g. wheelchairs and batterypowered mobility devices) or the

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professional status of the passenger (e.g. Chemical Agent Monitoring

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Equipment). Nok’s policy towards the carriage of items listed as requiring

operator’s approval should be established. This should include details of
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how passengers are expected to declare their intention to carry an item,

how its proper preparation will be confirmed and how details will be
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passed to ground handlers (as required). If caseby-case consideration is

considered appropriate for items requiring operator approval, the person
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or role within the operation that may grant approval for the carriage of
such items and the basis upon which approvals will be granted should be
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stated.
An approval is not required for those dangerous goods which, according
to the Technical Instructions, can be carried by passengers or crew
members as per the following table: 8-1
Note1: Should it be necessary to transfer carry-on baggage to the hold

(e.g. due to the size of the baggage preventing proper stowage in the
cabin) it is necessary for cabin crew to verify that the baggage contains
Chapter 9
no dangerous goods that are permitted for carriage in carry-on baggage

only (e.g. spare lithium batteries, heat producing articles etc).
Note2: reference to ensure that passenger will notify Nok in case SSR
(Mobility Aids) handling is required.
(“ensure” a passenger will notify by way of text in an OM; suggest adding
a clear explanation on website of what is expected of passenger of
reduced mobility. Also, it must be stated how operator will ensure that
battery powered mobility aids will be prepared safely)
This should include details of how passengers are expected to declare

their intention to carry an item, how proper preparation will be confirmed
ed
and how details will be passed to ground handlers (as required).
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Wheel chairs/mobility aids are defined as equipment for use by
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passengers with reduced mobility (PRM) as a consequence of a disability,
their health, age or a temporary mobility problem (e.g. broken leg).
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Information made available to customers (ba.com) highly recommends
that the PRM make advance arrangements with Nok to avoid
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unnecessary disruption and potential delays on the day of departure.
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Wheel chairs / mobility aids (hereafter referred to as electric mobility aids
- EMAs) generally contain ‘spillable’ (wet), ‘nonspillable’ (gel electrolyte)
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or lithium batteries. Whilst the ‘wet acid’ spillable batteries are becoming
less common, all types of can be transported as passenger baggage
nl
provided certain conditions are met.

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The IATA Airport Handling Manual (AHM) details three codes for
identifying electric mobility aids based upon the type of batteries installed.
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These are:
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(i) WCBD - non-spillable batteries

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(ii) WCBW - wet cell batteries

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(iii) WCLB – lithium ion batteries

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Note: Nok may uses a 4th code WCMP (Manual power) to differentiate
between electric and non-electric wheel chair types.
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It is vital that all EMAs are handled and loaded correctly so as to:
(iv) Prevent injury to staff and service providers
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(v) Prevent damage to the wheelchair/mobility aid

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(vi) Prevent damage to the aircraft and

(vii) Protect the safety of passengers and crew
Note: Staff are advised to take additional care when handling,
manoeuvring battery powered wheel chairs as these can be very heavy
(in excess of 100 Kg).
Wheelchairs exceeding 250 Kgs
The process, should Nok be advised of a customer wanting to transport a
WCHR in access of 250 Kgs, is as follows:
Chapter 9
(i) Nok.com will advise all customers wishing to transport a WCHR

to contact the airline.
(ii) Customer contact staff will advise the VE-S/ Aviation Security
Manager or Dangerous Goods Coordinator via e-mail :
Raiarj.Boo@nokair.com or by telephone should the max weight
of a wheelchair exceed 250 Kgs (and include the relevant
PNR).
(iii) VD-A or Dangerous Goods Coordinator will discuss with the
customer whether the WCHR can be partially disassembled to
reduce the gross weight.
(iv) Details of the final masses (including any removed components)
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must be provided to the Load Control to ensure the appropriate
load spreading requirements are met.
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It is the airport operator / PRM service provider’s responsibility, in
in
conjunction with the PRM, to ensure that the EMA is properly prepared
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for carriage but Nok is ultimately responsible for the safety of the EMA
once loaded onto the aircraft. The same rules will apply in every station
or
and arrangements for the safe transport of electric wheel chairs / mobility
aids will be made with the GHA acting on behalf of the airline. Compliance
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with Nok standards will be monitored through the Ground Operations
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Compliance Monitor and the CAAT Dangerous goods audit programmes.
Unintentional Operation
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CAAT regulation do not require the disconnection of the batteries to
nl
prevent unintentional operation since this is very often difficult to achieve

(and adequate protection from short circuit should already be provided
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with the battery being contained in a battery box fitted to the

wheelchair/mobility aid).
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Nok.com provides information to PRM customers who wish to travel with

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EMAs. There are a variety of ways in which an EMA can be protected

from unintentional operation. Instructions of how this should be achieved
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are sought from passengers that prenotify Nok of their intention to travel
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with an electric mobility aid. This will generally involve a combination of

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the following actions being taken:

(i) removing the key
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(ii) disconnection of ‘in-line’ plugs or connectors on electric cables

between battery and control unit
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(iii) insertion of an inhibiting plug (i.e. Airsafe plug).

Note: The application of the brake is not sufficient (unless the motor is
U
rendered inoperative the motor could be activated and overheat).

Note: If disconnection of the battery terminals is required (or separation
of a power cables linked to the battery) it must be ensured that the battery
terminals/cables are protected against short circuit (e.g. by the effective
insulation of exposed terminals). Examples include the use of electrical
tape or by placing the terminals within a plastic bag.
Nok must verify that:
Chapter 9
(i) an appropriate mass weight for the WCHR / EMA has been
recorded on the LIRF. Any queries should be referred back to
the CLC DM.
(ii) the battery terminals are protected from short circuits, e.g. by
being enclosed within a battery container
(iii) the battery is securely attached to the wheelchair or mobility aid
(iv) electrical circuits have been isolated and verified as follows:
 Ensure the device is in ‘drive-mode’ (On some models
there will be a ‘free-wheel’ mode
 the apparatus must be in the ‘drive mode’ when checking
isolation).
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 Attempt to turn the device on.
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 If the device powers up, move the controls to ensure the
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device does not operate.
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 If the device does operate, additional steps must be taken
to ensure the circuits are inhibited.
or
 the wheelchair/mobility aid must be carried such that it is
protected from being damaged by the movement of
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baggage or cargo.
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A. Wheelchairs/Mobility Aids with Non-spillable Wet Batteries or with
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Batteries which Comply with Special Provision A123 or A199
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Battery-powered wheelchairs or other similar mobility aids for use by

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passengers whose mobility is restricted by either a disability, their health or

age, or a temporary mobility problem )e.g. broken leg(, with non-spillable
wet batteries or with Batteries which Comply with Special Provision A123 or
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A199:
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Non-spillable batteries must comply with Special Provision A67 or the

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vibration and pressure differential tests of Packing Instruction 872;

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Nok must verify:

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(i) The battery terminals are protected from short circuit, e.g. by
being enclosed within a battery container;
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(ii) The battery is securely attached to the wheelchair or mobility

aid (see IATA 9.3.14.5 and Figure 9.3.C);
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(iii) Electrical circuits have been inhibited.

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The wheelchair/battery-powered mobility aid must be secured against

movement in the cargo hold and must be carried such that it is
protected from being damaged by the movement of baggage or cargo;
Where a battery-powered or other similar mobility aid is specifically
designed to allow its battery(ies )to be removed by the user (e.g .
collapsible:)
(i) The battery(ies) must be removed. The wheelchair/mobility aid
may then be carried as checked baggage without restriction;
Chapter 9
(ii) The removed battery(ies) must be carried in strong, rigid

packagings which must be carried in the cargo compartment
(see IATA 9.3.14.5 and Figure 9.3.C);
(iii) The battery(ies) must be protected from short circuit; and
(iv) The captain of the aircraft must be informed of the position of the
EMA containing a spillable battery, (or the location of the boxed
battery) by a Special Load form BC-015 entry.
B. Wheelchairs/Mobility Aids with Spillable Batteries
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Battery-powered wheelchairs or other similar mobility aids for use by
passengers whose mobility is restricted by either a disability, their health
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or age, or a temporary mobility problem (e.g. broken leg), with spillable
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batteries:
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Provided that the wheelchair or mobility aid can be loaded, stowed,
secured and unloaded always in an upright position then the battery
or
may remain installed in the wheelchair. Nok must verify that:
(i) The battery terminals are protected from short circuits, e.g. by
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(ii)
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The battery is securely attached to the wheelchair or mobility
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aid (see IATA 9.3.14.5 and Figure 9.3.C);
(iii) Electrical circuits have been inhibited;
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(iv) The wheelchair/battery-powered mobility aid must be carried

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such that it is protected from being damaged by the movement

of baggage, mail, or cargo.
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If the wheelchair or mobility aid cannot be loaded, stowed, secured

and unloaded always in an upright position, the battery must be
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removed. The wheelchair or mobility aid may then be carried as

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checked baggage without restriction;

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The removed battery must be carried in strong, rigid packagings as

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follows:
(i) Packagings must be leak-tight, impervious to battery fluid and
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be protected against upset by securing to pallets or by securing

them in cargo compartments using appropriate means of
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securement (other than by bracing with freight or baggage)

such as by use of restraining straps, brackets or holders;
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(ii) Batteries must be protected against short circuits, secured

upright in these packagings and surrounded by compatible
absorbent material sufficient to absorb their total liquid
contents; and
(iii) These packagings must be marked “BATTERY, WET, WITH
WHEELCHAIR” or “BATTERY, WET, WITH MOBILITY AID”
and be labelled with the “Corrosive” label and with the
“Package Orientation” label.
Chapter 9
The pilot-in-command must be informed of the location of a wheelchair or

mobility aid with an installed battery or the location of a packed battery. It
is recommended that passengers make advance arrangements with each
operator; also that batteries which are spillable should be fitted with
spillresistant vent caps when feasible (see IATA 9.3.14.5 and Figure
9.3.C).
C. Wheelchairs/Mobility Aids with Spillable Batteries
Litium-ion battery powered wheelchairs or other similar mobility aids for
use by passengers whose mobility is restricted by either a disability, their
health or age, or a temporary mobility problem (e.g. broken leg), subject
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to the following conditions;
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The batteries must be of type which meets the requirements of each
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test in UN manual of tests and criteria, Part III, subsection 38.3; (b)
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Nok must verify ;
(i) The battery terminals are protected from short circuits, e.g. by
or
(ii) The battery is securely attached to the wheelchair or mobility
d
aid (see de
(iii) IATA 9.3.14.5 and Figure 9.3.C);
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(iv) Electrical circuits have been inhibited;
nl
mobility aids must be secured against movement in the cargo hold

and must be carried in a manner so that they are protected from being
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damaged by the movement of baggage, mail or other cargo

Where a battery-powered wheelchair or other similar mobility aid is
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specifically designed to allow its battery to be remove by the user;

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(i) The batteries must be removed. The wheelchair mobility aid

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may than be carried as checked baggage without restriction

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(ii) The battery must be protected from short circuit by insulating

the terminals (e.g. by taping over exposed treminals)
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(iii) The removed battery must be protected from damage bby

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placing each battery inprotective pouch. The battery must be

carried in passenger cabin
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(iv) Removal of the battery must be performed by followingthe

instructions of the manufacturer or device owner
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(v) The battery must not excess 300Wh, or for a device that is
fitted with two batteries required for operation, each battery
must not excess 160Wh
(vi) A maximum of one spare battery not exceeding 300Wh or two
spare each not exceeding 160Wh may be carried
The pilot in command must be informed of the location of the mobility
aidwith an installed battery or the location of lituim battery when
removed and carried in cabin
Chapter 9
Example of a label which may be used to assit in identifying whether or not

a wheelchair has had the battery removed. The lebel is two parts;
(i) Part A remains with the wheelchair and indicates whether or
not the battery has been removed. In the particular case where
the battery is separated from the wheelchair,
(ii) Part B may be used to assit in identifying the battery and also
in reconciling the battery and its wheelchair.
Specimen - Figure 9.3.C Batterry-powered Wheelchair and Mobility Aid lable
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Further instructions/procedure, shall refer to GOM 6.3.6, 6.3.8, DGM 6.3.6,

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6.3.7, 6.3.8
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Chapter 9
Provision of Information to Passengers
Nok Air is responsible for ensuring that information is disseminated to

passengers so that they are warned as to the types of dangerous goods
that they are prohibited from transporting aboard an aircraft.
Display of Notice
Nok must ensure that information on the types of dangerous goods which
a passenger is forbidden to transport aboard an aircraft is presented at
the point of ticket purchase or,
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Passenger are checked in
At any other location where passengers are checked-in.
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Nok and Nok’s handling agent and the airport services provider must
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ensure that that information on the types of dangerous goods which they
are forbidden to transport aboard an aircraft is communicated effectively
or
to passengers. This information must be presented at each of the places
at an airport where tickets are issued, boarding passes are issued,
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passenger baggage is dropped off and aircraft boarding areas are
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maintained, and at any other location where passengers are issued
boarding passes and/or checked baggage is accepted. This information
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must include visual examples of dangerous goods forbidden from
transport aboard an aircraft.
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NOTE: IATA ‘recommend’ that notices are also posted in baggage claim
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areas. This will be a decision for the local airport operator and the GHA.
Internet information
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Dangerous goods information (based on IATA Table 2.3A)can also be

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found on Nok Air internet www.nokair.com. Information provided via Nok

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Internet are in text and also pictorial form.

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Positive acknowlagement process

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Nok ticket purchase system cannot be completed until the passenger, or a

person acting on their behalf, has been presented with this information and
indicated that they have understood the restrictions on dangerous goods in
on
baggage.
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When provision is made for the check-in process to be completed remotely

(e.g. via the Internet), Nok must ensure that information on the types of
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dangerous goods which a passenger is forbidden to transport aboard an

aircraft is presented to passengers. Information may be in text or pictorial
form but must be such that the check-in process cannot be completed until
the passenger, or a person acting on their behalf, has been presented with
this information and indicated that they have understood the restrictions on
dangerous goods in baggage.
When provision is made for the check-in process to be completed at an
airport by a passenger without the involvement of any other person (e.g.
automated check-in facility), Nok or the airport services provider must
ensure that information on the types of dangerous goods which a
Chapter 9
passenger is forbidden to transport aboard an aircraft is presented to

passengers. Information must be in pictorial form and must be such that the
check-in process cannot be completed until the passenger has been
presented with this information and indicated that they have understood the
restrictions on dangerous goods in baggage.
Example : Dangerous Goods Warning Notics (Size 6 x 8 inches)
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Chapter 9
Example: Nok Air internet Dangerous goods information

http://www.nokair.com/content/th/journey-planning/baggage-information/Items-
unacceptable-as-baggage.aspx
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Chapter 9
Marking and Labelling of Packages
Articles and substances meeting the dangerous goods classification

criteria are assigned a ‘UN Number’ under the United Nations
classification system. This consists a four-digit number preceded by the
capital letters ‘UN’. Packages of dangerous goods must be marked with
the UN Number(s) applicable to their contents.
Packages containing dangerous goods can also be identified by labels
indicating the hazard of the goods by their class or division or by the
presence of certain handling labels/markings.
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Note : As no approval for the transport of dangerous goods is held,
dangerous goods bearing any UN Number, hazard label; the radioactive
t
in
material, excepted package handling label; the lithium battery handling
label; the environmentally hazardous substances marking; or the
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excepted or limited quantities marking must not be loaded on an aircraft
(except as identified in 9.2).
or
Note: When dangerous goods markings or labels are seen on items not
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declared as dangerous goods, it is often an indication that they do
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contain such goods. Undeclared dangerous goods must not be
loaded on an aircraft and reporting procedures must be
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implemented (see 11.10.4).
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During the course of air transport, including storage, dangerous goods

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markings and labels must not be covered or obscured by any part of or

attachment to the packaging or any other label or marking.
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CLASS 1 – EXPLOSIVE
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Class 1 (with exploding bomb Class 1 (without exploding bomb symbol) – explosives usually
symbol) – explosives permitted on an aircraft.
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generally not permitted on an

aircraft.
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1.4 1.5 1.6

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** ** **
* 1 1 1
1
** Compatibility group
* Division and
compatibility group
Chapter 9
CLASS 2 – GASES
Flammable gas Non-flammable, non-toxic gas Toxic gas (Division 2.3)

(Division 2.1) (Division 2.2)
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2
2
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or
CLASS 3 – FLAMMABLE LIQUID
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3
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CLASS 4 – FLAMMABLE SOLIDS

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Flammable solid Substance liable to spontaneous Substance which, in contact

(Division 4.1) combustion (Division 4.2)
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with water, emits flammable gas

(Division 4.3)
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4 4 4
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Chapter 9
CLASS 5 – OXIDISING SUBSTANCES AND ORGANIC PEROXIDES
Oxidising substance Organic peroxide (Division 5.2) (flame may be black or white)
(Division 5.1)
5.1 5.2 5.2
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CLASS 6 – TOXIC AND INFECTIOUS SUBSTANCES
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Toxic substance (Division 6.1) Infectious substance (Division 6.2)
or
The bottom part of the label
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should bear the inscription:
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“INFECTIOUS SUBSTANCE
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— In case of damage or
leakage immediately notify
6 6
nl
public health authority”.

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CLASS 7 – RADIOACTIVE MATERIAL

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Category I Category II Category III

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RADIOACTIVE RADIOACTIVE II RADIOACTIVE

CONTENTS.......................
CONTENTS...................... CONTENTS......................
ACTIVITY....................... ACTIVITY....................... ACTIVITY........................
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TRANSPORT INDEX TRANSPORT INDEX
7 7 7
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Criticality safety index label

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Radioactive Material, Excepted Package

5
m
m
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This package contains radioactive material, excepted package and

is in all respects in compliance with the applicable international and
national governmental regulations.
FISSILE
CRITICALITY
N
M
SAFETY INDEX IO
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S
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U 1 00
IM
M m
D m
D m
M m
IM
U 1 00
EN
IM
SI
IN
O
M
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Chapter 9
CLASS 8 – CORROSIVE
*8
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CLASS 9 – MISCELLANEOUS
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Class 9 label for Section IA and IB lithium battery shipments
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Chapter 9
HANDLING LABELS
Packages of dangerous goods may also bear labels providing handling information; these are :
Magnetized material Cargo aircraft only
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or
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Cryogenic liquid label Package orientation Keep away from heat
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CONTAINS
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CRYOGENIC LIQUID
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(red or black)
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Chapter 9
Intermediate Bulk Containers (IBCs) are only permitted for the transport of UN 3077 Environmentally
hazardous substance, solid, n.o.s. The maximum permitted stacking load applicable when the IBC is in
use must be displayed on a symbol as follows:
IBCs capable of being stacked IBCs NOT capable of being stacked
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Lithium Battery Handling Label
or
Application of the lithium battery handling label to a
consignment of lithium batteries (of any type) indicates that
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the Shipper has determined specific requirements have been
met. Such consignments do not need to be accompanied by
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a dangerous goods transport(Shipper’s
document
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Declaration) and no acceptance check is required .
Consignments bearing the lithium battery label must be
nl
accompanied with a document such as an air waybill with an

indication that:
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— the package contains lithium metal cells or batteries;

— the package must be handled with care and that a
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Note: the lithium battery handling label

contained in the 2015-2016 Edition of the flammability hazard exists if the package is damaged;
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ICAO Technical Instructions (below) may

continue to be used until 31 December
— special procedures should be followed in the event the
package is damaged, to include inspection and repacking
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2018:
if necessary;
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— a telephone number for additional information; and

— When an air waybill is issued the applicable Packing
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Instruction must be stated together with the words ‘not

restricted’; and ‘lithium ion batteries’ or ‘lithium metal
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batteries’ as applicable.
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Chapter 9
EXCEPTED QUANTITIES MARKING
Packages containing excepted quantities of dangerous goods can be identified from the following :
Hatching and symbol of the same colour, black or red, on white or

suitable contrasting background.
* Place for class or, when assigned, the division number(s).
** Place for name of shipper or consignee, if not shown elsewhere on

the package.
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LIMITED QUANTITIES MARKING
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Packages containing limited quantities of dangerous goods can be identified from the following :
or
Many dangerous goods when in reasonably limited quantities present a
reduced hazard during transport and can safely be carried in good
quality packagings that have not been tested and marked as is required
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for UN Specification packagings required for larger quantities of
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dangerous goods. Packages containing limited quantities of dangerous
goods must be marked with a diamond shaped mark . When presented
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for carriage by air, the mark must additionally include a “Y” which
indicates compliance with the provisions of the ICAO Technical
nl
Instructions, some of which are more stringent than those of the UN

Model Regulations and of other modes of transport .
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NOTE: The marking depicted here but without the ‘Y’ indicates that the
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package contains dangerous goods in limited quantities as permitted by

surface transport regulations (ADR/IMDG) which may not be acceptable
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for air transport. A package so marked and offered for transport in the
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absence of a dangerous goods transport document must be reported to

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the appropriate authority where the goods are discovered as a discovery

of undeclared dangerous goods .
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ENVIRONMENTALLY HAZARDOUS SUBSTANCES MARKING

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Packages containing environmentally hazardous substances (UN Nos.

3077 and 3082) must be durably marked with the environmentally
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hazardous substance mark with the exception of single packagings and

combination packagings containing inner packagings with contents of
5 L or less for liquids; or contents of 5 kg or less for solids. ALL packages
containing environmentally hazardous substances must bear a Class 9
hazard label.
Chapter 9
Detailed Assignments of Responsibilities

Nok assiged the key responsibilities associated with the carriage of
dangerous goods. it may be intended for acceptance checks of
consignments of dangerous goods cargo to be conducted by approved
instructors (refer OMD 2.5.4) or alternatively by a designated handling
agent. Duties associated with the carriage of dangerous goods include:
Person Nominated as
Responsible for • Oversight and control of the carriage of
Operator’s Dangerous dangerous goods.
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goods Approval
• Ensuring all necessary permissions, approvals
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and exemptions are held.
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VA-D / Quality
• Generation (or acceptance) of relevant
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Assurance Manager -
Dangerous Goods procedures.
Standard
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• Responding to queries regarding the carriage of
Dangerous Goods dangerous goods.
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Coordinator
Cargo Department/
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 Ensuring procedures are implemented to ensure
dangerous goods as cargo are not carried.
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Cargo Sales Agents
 Recognition of undeclared dangerous goods.
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Nok’s station  Ensuring that notices, giving information about

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Managers or other the transport of dangerous goods, are displayed

nominated supervisors in sufficient number and prominence at cargo
acceptance points.
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Persons receiving or  Recognition of undeclared dangerous goods.

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handling general  Dealing with dangerous goods that are found

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cargo, mail and damaged or leaking during processing for

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stores transport.
 If there is a dangerous goods incident or
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Nok’s Cargo accident, or if undeclared dangerous goods are

detected, a report is made to CAAT and the
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acceptance staff and

Warehouse and appropriate Authority
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loading staff.
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Chapter 9
Persons receiving  Acceptance procedures for dangerous goods are

or handling carried out as required by the Technical
dangerous goods Instructions.
 Inspection procedures during the processing of
dangerous goods for transport are carried out as
Nok’s Cargo
required by the Technical Instructions.
Operation
Pan Thai Cargo  Dealing with dangerous goods that are found
damaged or leaking during processing for
Express transport.
 Dangerous goods are loaded, segregated, stowed
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and secured on an aircraft in accordance with the
Technical Instructions.
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 Generation of written information to the
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commander (NOTOC).
 Generation of written information to the
or
commander (NOTOC).
 Provision of written information about dangerous
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goods loaded on board to the commander for
signature.
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 Retention of documentation on the ground.
 Recognition of undeclared dangerous goods.
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 If there is a dangerous goods incident or

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accident, or if undeclared dangerous goods are

detected, a report is made to the appropriate
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Authority
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
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Reservations Ensuring that information is provided with the

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passenger ticket or in another manner such that

prior to or during the check-in process the
Nok’s station
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Managers and terminal passenger receives the information.

Operator (ticketing,  Considering passenger requests for approval of
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check-in staff) the operator for items of dangerous goods

requiring such approval.
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Chapter 9
Persons handling  Ensuring that the provisions concerning

passengers passengers and dangerous goods are complied
with.
Nok’s ground,
Warehouse and  Ensuring that notices are displayed in sufficient
loading staff number and prominence at each of the places at
an airport where tickets are issued, passengers
checked in and aircraft boarding areas
maintained, and at any other location where
passengers are checked in.
 With the aim of preventing dangerous goods
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which passengers are not permitted to have from
being taken on board an aircraft in their baggage,
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seeking confirmation from a passenger about the
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contents of any item where there are suspicions
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that it may contain dangerous goods.
 Ensuring that the discovery of prohibited
or
dangerous goods )after a passenger has checked
in( is reported to CAAT and the appropriate
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Authority
Flight Crew

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Signature of NOTOC to indicate receipt of
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information.
Nok’s Pilots  If an in-flight emergency occurs, as soon as the
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situation permits, passage of details of dangerous

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goods on board to the appropriate Air Traffic

Services Unit.
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 Ensuring that the provisions concerning

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Cabin Crew
passengers and dangerous goods are complied
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with.
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Nok’s cabin crews.  Responding to a dangerous goods incident or

accident in the cabin.
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 Ensuring that a dangerous goods incident or

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accident in the cabin, or the discovery of

prohibited dangerous goods )after a passenger
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has boarded(, is reported to the appropriate

Authority
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Operations  If there is an aircraft incident or accident,

Personnel information is passed to emergency services and
state Authorities as required by the Technical
VA-D / Quality Instructions
Assurance Manager –  If there is a dangerous goods incident or accident,
Dangerous Goods or if undeclared dangerous goods are detected a
Standard and report is made to the appropriate Authority.
Dangerous Goods
Coordinator
Chapter 9
Trainers  Provision of initial and recurrent dangerous goods

VA-D / Quality training commensurate with the responsibilities of
Assurance Manager – the personnel concerned.
Dangerous Goods
Standard
and Dangerous
Goods Coordinator
Compliance
Monitoring Manager,  Establishment and operation of the Quality
Auditors and Safety System to monitor compliance with procedures
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Manager for dangerous goods, provision of dangerous
goods training, etc.
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 Collation and assessment of details of dangerous
Quality Auditors
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goods incidents, accidents and the discovery of
undeclared dangerous goods within the accident
or
prevention and flight safety programme.
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Note 1: In practice a ground handling agent may carry out some or all of the
procedures for processing dangerous goods cargo for air transport. A ground handling
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agent must be provided with sufficient information to enable these procedures to be
actioned. Nok should specify whether they utilise suitably qualified personnel of Nok
nl
or Nok’s handling agent at the various aerodromes of the operation.

ow
Note 2: Nok 24 hrs contact for any issues of transport non-dangerous or dangerous
goods moreover than above, the contact number are
d
if
Cargo Duty Manager

Tel : +66(0)97-065-3017, +66(0)89-696-8595, +66(0)86-999-5366
d
lle
tro
on
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Chapter 9
Acceptance, Handling and Stowage Acceptance Check
GENERAL REQUIREMENTS
The design must be such that any lifting attachments on the package will
not fail when used in the intended Manner and that, if failure of the
attachments should occur, the ability of the package to meet other
requirements of these Instructions would not be impaired. The design must
take account of appropriate safety factors to cover snatch lifting.
Attachments and any other features on the outer surface of the package
which could be used to lift it must be designed either to support its mass in
ed
accordance with the requirements of (IATA 7.1.2 Types of mark) or must
be removable or otherwise rendered incapable of being used during
t
in
transport.
pr
As far as practicable, the packaging must be designed and finished so that
the external surfaces are free from Protruding features and can be easily
or
decontaminated.
d
Nok must not accept for transport aboard an aircraft a package or overpack
de
containing dangerous goods or a freight container containing radioactive
material or a unit load device or other type of pallet containing the
oa
dangerous goods as described in 1.4.1 b) and c) unless:
it is accompanied by two copies of the dangerous goods transport
nl
document; or
ow
the information applicable to the consignment is provided in electronic

form; or
it is accompanied, where permitted, by alternative documentation.
d
Where a dangerous goods transport document is provided in accordance

if
with 1.2.1 a), one copy must accompany the consignment to final
destination and one copy must be retained by Nok at a location on the
d
ground where it will be to obtain access to it within a reasonable period;

lle
the document must be retained at this point until the goods have arrived at
final destination, after which time it may be stored elsewhere.
tro
When the information applicable to the consignment is provided in

on
electronic form, the information must be available to Nok at all times during
transport to final destination. The data must be able to be produced as a
nc
paper document without delay. When a paper document is produced, the

data must be presented as required by (TI ICAO 5;4).
U
Before a consignment consisting of a package or overpack containing

dangerous goods, a freight container containing radioactive material or a
unit load device containing dangerous goods is first accepted for carriage
by air, Nok must, by use of a checklist, verify the following:
the documentation or, when provided, the electronic data is compliant
with the applicable requirements.
the quantity of dangerous goods stated on the dangerous goods
transport document is within the limits per package on a passenger or
cargo aircraft as appropriate;
Chapter 9
the marking of the package, overpack or freight container accords with

the details stated on the accompanying dangerous goods transport
document and is clearly visible;
where required, the letter in the packaging specification marking
designating the packing group for which the design type has been
successfully tested is appropriate for the dangerous goods contained
within. This does not apply to overpacks where the specification
marking is not visible;
proper shipping names, UN numbers, labels, and special handling
instructions appearing on the interior package(s) are clearly visible or
ed
reproduced on the outside of an overpack;
the labelling of the package, overpack or freight container is as
t
in
required for the consignment;
pr
the outer packaging of a combination package or the single packaging
is permitted by the applicable packing instruction, and when visible is
or
of the type stated on the accompanying dangerous goods transport
document and is permitted by the applicable packing instruction;
d
the package or overpack does not contain different dangerous goods
de
which require segregation from each other;
the package, overpack, freight container or Unit Load Device (ULD) is
oa
not leaking and there is no indication that its integrity has been
compromised; and
nl
Nok must be able to identify the person who performed the acceptance
ow
check.
d
Note: An acceptance check is not required for dangerous goods in excepted

quantities, radioactive material in excepted packages and lithium batteries
if
consigned in accordance with Section II of the applicable packing

d
instruction.
lle
Nok must not accept from a shipper a freight container or a unit load device
tro
containing dangerous goods other than:

a freight container for radioactive material (see IATA Appendix A);
on
a unit load device or other type of pallet containing consumer

commodities prepared according to Packing Instruction Y963;
nc
a unit load device or other type of pallet containing dry ice used as a
refrigerant for other than dangerous goods prepared according to
U
Packing Instruction 954; or

a unit load device or other type of pallet containing magnetized
material.
When Nok accepts a unit load device or other type of pallet containing
consumer commodities or dry ice as permitted by (ICAO TI 1.4.1), Nok
must attach an identification tag as required by (ICAO TI 2.8.1) to the
unit load device.
Chapter 9
Loading
When dangerous goods subject to the provisions herein are loaded in an

aircraft, Nok must protect the packages of dangerous goods from being
damaged, including by the movement of baggage or other cargo. Particular
attention must be paid to the handling of packages during their preparation
for transport, the type of aircraft on which they are to be carried and the
method required to load that aircraft, so that accidental damage is not
caused through dragging or mishandling of the packages.
Refer to DGM chapter 3.8 and 3.9 the acceptance procedures to assist in
ed
carrying out the responsibilities with respect to the loading of dangerous
goods.
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in
Inspections for Damage or Leakage
pr
A package or overpack containing dangerous goods must not be loaded
onto an aircraft or into a ULD unless it has been inspected immediately
or
prior to loading and found free from evidence of leakage or damage. A ULD
must not be loaded aboard an aircraft unless the device has been inspected
d
and found free from any evidence of leakage from or damage to any
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dangerous goods contained therein. Packages or overpacks containing
dangerous goods must be inspected for signs of damage or leakage upon
oa
unloading from the aircraft or ULD
nl
Prohibition on the Carriage of Passengers with ‘Cargo Aircraft Only’

Dangerous Goods
ow
Dangerous goods bearing the “Cargo Aircraft Only” label must not be
d
carried on passenger aircraft. Dangerous goods identified as suitable for

transport only on a cargo aircraft must not be carried on an aircraft on which
if
passengers are being carried. In this context “passenger” excludes a crew

member, an operator’s employee, an authorized representative of an
d
lle
Authority and a person with duties in respect of a particular shipment of

dangerous goods or other cargo on board
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Prohibition on the Carriage of Dangerous Goods on the flight desk

on
or in a Cabin Occupied by Passengers

Dangerous goods must not be carried in the cabin of an aircraft occupied
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by passengers or on the flight deck, except as provided for in the Technical

Instructions.
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Chapter 9
Detail of the location and the numbering system of cargo

compartment
Detail of the location and the numbering system of cargo compartment refer
to COM
Loading Restrictions on Flight Deck and for Passenger Aircraft
Dangerous goods may be carried in a main deck cargo compartment of a
passenger aircraft provided that the compartment meets all the certification
requirements for a Class B or Class C aircraft cargo compartment.
Packages bearing the “Cargo Aircraft Only” label must not be loaded on
ed
passenger aircraft.
A passenger aircraft is defined in the IATA DGR, Appendix A as “an aircraft
t
in
that carries any person other than a crew member, an operator’s employee
in an official capacity, an authorized representative of an appropriate
pr
national authority or a person accompanying a consignment or other
cargo.”
or
Class A: A Class A cargo or baggage compartment is one in which:
d
de
the presence of a fire would easily be discovered by a crew member
while at his or her station;
oa
each part of the compartment is easily accessible in flight.
Class B: A Class B cargo or baggage compartment is one in which:
nl
there is sufficient access in flight to enable a crew member to

ow
effectively reach any part of the compartment with the contents of a

fire extinguisher;
d
when the access provisions are being used, no hazardous quantity of

if
smoke, flames or extinguishing agent will enter any compartment

occupied by the crew or passengers; and
d
lle
there is a separate approved smoke detector or fire detector system

to give warning at the pilot or flight engineer station.
tro
Class C: A Class C cargo or baggage compartment is one not meeting the

requirements for either a Class A or B compartment but in which:
on
there is a separate approved smoke detector or fire detector system

nc
to give warning at the pilot or flight engineer station;

there is an approved built-in fire-extinguishing system controllable
U
from the pilot or flight engineer station;

there are means of excluding hazardous quantities of smoke, flames,
or extinguishing agent from any compartment occupied by the crew or
passengers; and
there are means of controlling ventilation and draughts within the
compartment so that the extinguishing agent used can control any fire
that may start within the compartment.
Chapter 9
Class D: A Class D cargo or baggage compartment is one in which:

a fire occurring in it will be completely confined without endangering
the safety of the aeroplane or the occupants;
there are means of excluding hazardous quantities of smoke, flames,
or other noxious gases from any compartment occupied by the crew
or passengers;
ventilation and draughts are controlled within each compartment so
that any fire likely to occur in the compartment will not progress
beyond safe limits; and
ed
consideration is given to the effect of heat within the compartment on
adjacent critical parts of the aircraft.
t
in
For compartments of 14.2 m3 or less, airflow of 42.5 m3 per hour is
acceptable.
pr
Class E: A Class E cargo compartment is one on aero planes used only for
or
the carriage of cargo and in which:
there is a separate approved smoke or fire detector system to give
d
warning at the pilot or flight engineer station;
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there are means of shutting off the ventilating airflow to or within the
oa
compartment, and the controls for these means are accessible to the
flight crew in the crew compartment;
nl
there are means of excluding hazardous quantities of smoke, flames

ow
or noxious gases, form the flight crew compartments; and

the required crew emergency exists are accessible under any cargo
d
loading conditions.
if
Note: Further definitions and explanatory material on typical cargo

compartment locations can be found in the ICAO publication Emergency
d
Response Guidance for Aircraft Incidents Involving Dangerous Goods (Doc

lle
9481-AN/928)
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Segregation and Separation

on
Dangerous goods must be loaded, stowed and secured on an aircraft as

required by the Technical Instructions. This includes segregating packages
nc
from each other when they contain incompatible dangerous goods, the
separation of explosives of different division numbers and compatibility
U
groups (when required), securing packages in a manner that will prevent

any movement, and on a cargo aircraft loading certain packages so they
are accessible in flight unless loaded in a Class C cargo compartment, or
a ULD of the same specification. Packages of dangerous goods must also
be protected so they cannot be damaged by the movement of baggage,
mail, stores or other cargo.
Operators holding approval for the carriage of dangerous goods should

determine how such goods shall be secured to prevent movement in flight,
to protect from damage by the movement of other items and to achieve
Chapter 9
adequate segregation whilst maintaining accessibility (if required), taking

into account the types of aircraft operated, whether ULDs are used, etc.
Additionally, it is appropriate to amend the following tables to reflect Nok’s
policy towards the separation of dangerous goods from other cargo (e.g.
dry ice and animals)
IATA 9.3.2.1 Table 9.3A Segregation of Packages

Hazard Class or Division
Label 1 2 3 4.2 4.3 5.1 5.2 8
1 Note 1 Note 2 Note 2 Note 2 Note 2 Note 2 Note 2 Note 2
2 Note 2
ed
3 Note 2 x
4.2 Note 2 x
4.3 Note 2 x
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in
5.1 Note 2 x x
5.2 Note 2
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8 Note 2 x
An “X” at the intersection of a row and column indicates that packages
or
containing these classes of dangerous goods may not be stowed next to or
d
in contact with each other, or in a position which would allow interaction in
de
the event of leakage of the contents. Thus, a package containing Class 3
dangerous goods may not be stowed next to or in contact with a package
oa
containing Division 5.1 dangerous goods. Packages containing dangerous
goods with multiple hazards in the class or divisions which require
nl
segregation in accordance with the above table need not be segregated

from other packages bearing the same UN number.
ow
Note 1: See the table below detailing the separation of explosive

d
substances and articles.

Note 2: This class or division must not be stowed together with explosives
if
other than those in Division 1.4, Compatibility Group S.

d
lle
Class 1 dangerous goods other than Division 1.4S may only be carried on
cargo aircraft. Operators not operating cargo aircraft should (a) delete the
tro
table explaining the separation of explosive substances and articles (below)

and (b) amend Note 1 to the segregation table (above) to read ‘Only
on
Division 1.4S is permitted for carriage on passenger aircraft’.

nc
Separation of explosive substances and articles (IATA 9.3.2.2)

U
Division and 1.3C 1.3G 1.4B 1.4C 1.4D 1.4E 1.4G 1.4S
Compatibility
Group
1.3C x
1.3G x
1.4B x x x x x x
1.4C x
1.4D x
1.4E x
1.4G x
1.4S
Chapter 9
An “X” at the intersection of a row and column indicates that explosives of

these divisions and compatibility groups must be loaded into separate unit
load devices and, when stowed aboard the aircraft, the unit load devices
must be separated by other cargo with a minimum separation distance of 2
m. When not loaded in a unit load device, these explosives must be loaded
into different, non-adjacent loading positions and separated by other cargo
with a minimum separation distance of 2 m. Explosive substances and
articles carried under an exemption may be subject to additional separation
requirements.
Securing and orientation
ed
Nok must secure dangerous goods in the aircraft in a manner that will
t
prevent any movement. For packages or overpacks containing radioactive
in
material, the securing must be adequate to ensure that the separation
pr
requirements in ICAO 7;2.9 ,IATA 10.9.3.2, 10.9.3.6, and 10.9.3.7 are met
at all times.
or
During the course of air transport, a package of dangerous goods bearing
d
the package orientation label must be loaded and stowed aboard an aircraft
de
and handled at all times in accordance with such a label. Single packagings
with end closures containing liquid dangerous goods must be loaded and
oa
stowed aboard an aircraft with those closures upwards, notwithstanding
that such single packages may also have side closures.
nl
Protection against damage

ow
Nok must protect packages of dangerous goods from being damaged.

Particular attention must be paid to handling of packages during their
d
preparation for transport, the type of aircraft on which they are to be carried
if
and the method required to load that aircraft, so that accidental damage is
not caused through dragging or mishandling the packages.
d
lle
Loading of Dry Ice

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Dry ice (Carbon dioxide, solid; UN1845) may be carried onboard aircraft to
keep food (galley or cargo) and medicine or biological materials (as cargo)
on
in a frozen or chilled condition. Carbon dioxide gas produced by the

sublimation of dry ice is an asphyxiant and will reduce the amount of
nc
available oxygen to breathe. Dry ice sublimation producing excess CO2

gas may be dangerous in confined spaces where there is an absence of
U
ventilation or ventilation rates are low. The signs and symptoms of CO2
poisoning are similar to those that precede lack of oxygen, namely
headache, dizziness, muscular weakness, drowsiness, and ringing in the
ears. CO2 poisoning does have a greater effect on breathing than simple
lack of oxygen, causing a significant increase in the rate and depth of
breathing as an early symptom. 10% carbon dioxide in air can be endured
for only a few minutes whereas 12% to 15% would cause unconsciousness.
Ground staff must be informed that dry ice is being loaded or is

onboard the aircraft.
Chapter 9
Dry ice (carbon dioxide, solid), when shipped by itself or when used as a
refrigerant for other commodities, may be carried provided Nok has made
suitable arrangements dependent on the aircraft type, the aircraft
ventilation rates, the method of packing and stowing, whether animals will
be carried on the same flight, and other factors. To prevent the
incapacitation of ground and aircrew, aircraft operators must specify
maximum safe quantities of dry ice per compartment of the various aircraft
types operated in accordance with the above criterion and information
published by the applicable aircraft manufacturer(s).
Nok must ensure that ground staff are informed that the dry ice is being
ed
loaded or is on board the aircraft.
t
in
Where dry ice is contained in a unit load device or other type of pallet
prepared by a single shipper in accordance with Packing Instruction 954
pr
and Nok, after acceptance, adds additional dry ice, then Nok must ensure
that the information provided to the pilot-in-command reflects that revised
or
quantity of dry ice.
d
Dry Ice produces carbon dioxide gas (CO2) by the sublimation of dry ice.
de
The CO2 gas is an asphyxiant and will reduce the amount of available
oxygen to breathe and may be dangerous in confined spaces where there
oa
is an absence of ventilation or ventilation rates are low. The signs and
symptoms of CO2 poisoning are similar to those that precede lack of
nl
oxygen, namely headache, dizziness, muscular weakness, drowsiness,

and ringing in the ears. CO2 poisoning has a greater effect on breathing
ow
than simple lack of oxygen, causing a significant increase in the rate and
depth of breathing as an early symptom.
d
The carriage of Dry Ice (carbon dioxide - solid), UN1845 whether by itself
if
or when used as a refrigerant for other commodities, is subject to the

d
following conditions:
lle
At Acceptance: Dry Ice evaporates and its period of effectiveness

depends on, amongst other things, packing methods and outside
tro
temperatures. These aspects should be discussed with shippers in

relation to scheduled transit stopovers, particularly in tropical areas.
on
When accepting Dry Ice as a refrigerant the acceptance staff must

ensure that all requirements relating to packing, marking and labelling
nc
have been met in accordance with the applicable dangerous good

U
acceptance sheet.
Container containing Dry Ice must be labelled on the outside of the
container with a Dangerous Goods Container Tag
A Dry Ice check sheet is to be used to determine the accuracy of the
consignment.
Chapter 9
Stowage Restrictions Special Precautions:

Stow away from other goods in separate containers if possible.
Whenever possible Dry Ice should not be stowed in the same
compartment as live animals or hatching eggs but it may be stowed in
the same hold.
Each package must be marked with the net weight of Dry Ice
contained therein.
The package ventilation holes must be unobstructed.
Staff handling large quantities of Dry Ice should wear protective
ed
gloves.
t
Shipper's Declaration is NOT required, but details must be included
in
on the Air waybill or consignment note and the Special Load
pr
Notification to Captain.
Note: The maximum quantity load into aircraft follow the ICAO Technical
or
Instructions which is idendify in Nok’s LCP.
d
Loading of Magnetized Material de
Packing Instruction 953 allows the carriage of such material when the
oa
magnetic field strength at a distance of 4.6 m causes a compass deflection
of not more than 2 degrees (equivalent to 0.418 A/m or 0.00525 Gauss
nl
measured at a distance of 4.6 m). Material with a magnetic field strength

ow
exceeding these limits may only be carried with the prior approval of the
CAAT.
d
Magnetised material must be loaded so headings of aircraft compasses are

if
maintained within the tolerances prescribed by the applicable aircraft

airworthiness requirements and, where practical, in locations minimising
d
possible effects on compasses.

lle
Note: Masses of ferromagnetic metals such as automobiles, automobile

tro
parts, metal fencing, piping and metal construction material, even if not
meeting the definition of magnetised materials, may affect aircraft
on
compasses. As may packages or items of material which individually do not

meet the definition of magnetised material, but cumulatively may have a
nc
magnetic field strength of a magnetised material.

U
Operators should consider whether consignments of large quantities of

ferromagnetic metals should be stowed as if they were classified as
magnetized material. Operators, particularly of small aircraft, must
establish adequate procedures to ensure that consignments described
above are identified and loaded in a manner that will not affect aircraft
instruments.
Chapter 9
Loading of Radioactive Material

Radioactive materials are articles or substances which spontaneously and
continuously emit radiation, which can be harmful to the health of humans
and animals and can affect photographic or X-Ray film. Whilst packaging
used for the transport of radioactive material must provide protection from
radiation, there is likely to be residual activity from packages offered for air
transport.
A Transport Index (TI) is a number which represents the level of radiation

at a distance of 1 meter, assigned to a single package, overpack or freight
ed
container. The TI is used to provide control over radiation exposure, to
determine categories of radioactive material for the purposes of labelling,
t
declaration, etc., to determine whether transport under exclusive use is
in
required and to determine spacing requirements during storage and
pr
transport. The TI for each overpack or freight container must be determined
as either the sum of the transport indices of all the packages contained, or
or
by direct measurement of radiation level.
d
Separation from Persons
de
Categories II — Yellow and III — Yellow packages, overpacks or freight
containers must be separated from persons. The minimum separation
oa
distances in the following table that are to be applied are based upon the
sum of TIs and these distances are from the surface of the packages,
nl
overpacks or freight containers to the nearest inside surface of the

ow
passenger cabin or flight deck partitions or floors, irrespective of the

duration of the carriage of the radioactive material. If the packages,
d
overpacks or freight containers are separated into groups, the minimum

distance from the nearest inside surface of the passenger cabin or flight
if
deck partitions or floors to each group is the distance applicable to the sum
d
of the TIs within the individual groups, provided that each group is
lle
separated from each other group by at least three times the distance
applicable to the one that has the larger sum of TIs. Alternative separation
tro
distances apply when radioactive material is being carried by a cargo

aircraft and in those circumstances the minimum distances must be applied
on
as above and also to any other areas occupied by persons. Whether carried
on a passenger or cargo aircraft, in accordance with the practice of keeping
nc
exposure to radiation as low as reasonably achievable, separation

distances should be extended whenever feasible.
U
Example of ICAO TI table 7-3 (Minimum distance from surface of

packages, overpacks and fright containers of radioactive material to the
nearest inside surface of passenger cabin of flight deck partitions or floors,
irrespective of carriage duration) and 7-4 (Minimum distance from surface
of package, overpacks and freight containers of radioactive material,
carried by cargo aircraft only, to the nearest inside surface of flight deck
partitions or floors, or other areas occupied by personnel, irrespective of
carriage duration)
Chapter 9
Passenger or Cargo Aircraft

Total sum of Minimum distance
transport indexes (metres)
0.1 – 1.0 0.30
1.1 – 2.0 0.50
2.1 – 3.0 0.70
3.1 – 4.0 0.85
4.1 – 5.0 1.00
5.1 – 6.0 1.15
6.1 – 7.0 1.30
ed
7.1 – 8.0 1.45
8.1 – 9.0 1.55
t
9.1 – 10.0 1.65
in
10.1 – 11.0 1.75
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11.1 – 12.0 1.85
12.1 – 13.0 1.95
or
13.1 – 14.0 2.05
14.1 – 15.0 2.15
d
15.1 – 16.0 2.25
16.1 – 17.0 2.35
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17.1 – 18.0 2.45
oa
18.1 – 20.0 2.60
20.1 – 25.0 2.90
nl
25.1 – 30.0 3.20

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30.1 – 35.0 3.50

35.1 – 40.0 3.75
d
40.1 – 45.0 4.00

45.1 – 50.0
if
4.25
d
Separation from Live Animals

lle

tro
containers must be separated from live animals by a distance of at least 0.5

meters for journeys not exceeding 24 hours, and by a distance of at least
on
1.0 meters for journeys longer than 24 hours.

Separation from Undeveloped Photographic Film
nc

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containers must be separated from undeveloped photographic films or

plates. The minimum separation distances to be applied from the surface
of the packages, overpacks or freight containers to the surface of the
packages of undeveloped photographic films or plates are as follows:
Chapter 9
Total Duration of carriage

sum of 2 hours or 2-4 hours 4-8 hours 8-12 hours 12-24 24-48
transport less hours hours
indexes
1 0.4 0.6 0.9 1.1 1.5 2.2
2 0.6 0.8 1.2 1.5 2.2 3.1
3 0.7 1.0 1.5 1.8 2.6 3.8
4 0.8 1.2 1.7 2.2 3.1 4.4
5 0.8 1.3 1.9 2.4 3.4 4.8
10 1.4 2.0 2.8 3.5 4.9 6.9
20 2.0 2.8 4.0 4.9 6.9 10.0
ed
30 2.4 3.5 4.9 6.0 8.6 12.0
40 2.9 4.0 5.7 6.9 10.0 14.0
t
in
50 3.2 4.5 6.3 7.9 11.0 16.0
pr
Note: The above table is calculated so that the radiation dose received by the
films does not exceed 0.1 mSv (10 mrem).
or
Means of Securing
d
The means of securing packages or overpacks must adequately ensure
de
that minimum separation distances are maintained at all times.
oa
An aircraft and equipment used regularly for the transport of radioactive

nl
material must be periodically checked to determine the level of

ow
contamination. The frequency of such checks must be related to the

likelihood of contamination and the extent to which radioactive material is
transported. Operators that carry radioactive material need to define the
d
means and frequency of checks for radioactive contamination of aircraft and

if
equipment (e.g. unit load devices).

d
lle
.Loading of live Animals with Dangerous goods

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Live animals should not be loaded in close proximity of cryogenic liquids or

Carbon dioxide, Solid (dry ice). As the vapors emitted by Carbon dioxide,
on
Solid (dry ice) are heavier than air, they concentrate on the lower level of
the hold. Therefore, live animals should be stowed above package
nc
containing Carbon dioxide, Solid (dry ice)

U

containers must be separated from live animals by a distance of at least
0.5 meters for journeys not exceeding 24 hours, and by a distance of at
least
1.0 meters for journeys longer than 24 hours
Loading of cryogenic liquids

Packaged containing liquefied refrigerated gases in open and closed
cryogenic receptacles may be carried provided that Nok has made suitable
arrangements dependent on the aircraft type, loading of other
Chapter 9
temperaturesensitive cargo and whether or not animals will be carried on

the same flight. Nok should ensure that ground staff are informed that
packages containing cryogenic liquids are being loaded or are onboard the
aircraft and that appropriate precautions should be taken to ensure that
after the cargo door is opened any gas build up is allowed to vent before
loading personnel enter the cargo compartment.
Loading of Expandable Polymeric Beads and Plastics Moulding

Compound
A total of not more than 100 kg net mass of expandable polymeric beads
ed
(or granules), or plastic moulding materials, referenced to Packing
Instruction 957, may be carried in any inaccessible hold on any aircraft.
t
in
Handling of self-Reactive Substance and Organic Peroxides
pr
During the course of transport, packages or unit load devices containing
self-reactive substances of Division 4.1 or organic peroxides of Division 5.2
or
must be shaded from direct sunlight, stored away from all sources of heat
in a well-ventilated area.
d
Loading of intermediate Bulk Containers (IBC)
de
During handling and loading of intermediate bulk containers (IBCs),
account must be taken of the IBC markings specified in (TI ICAO 6; 2.4.3,
oa
IATA figure 6.8E), if present
.
nl
ow
d
if
d
lle
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on
nc
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Chapter 9
NOTOC (Form BC-015)
As early as practicable before departure of the aircraft, but in no case later

than when the aircraft moves under its own power, must:
Provide the pilot-in-command with accurate and legible written or
printed information concerning dangerous goods that are to be carried
as cargo; and
Provide personnel with responsibilities for operational control of the
aircraft (e.g. the flight operations officer, flight dispatcher, or
designated ground personnel responsible for flight operations) with
ed
the same information that is required to be provided to the pilot-in-
command (e.g. a copy of the written information provided to the pilot-
t
in-command). This is to facilitate notifying emergency services and
in
authorities of the dangerous goods on board in the event of an 1
pr
proper shipping name of “oxygen generator, chemical” must be
supplemented with the statement “Aircrew protective breathing
or
equipment (smoke hood) in accordance with Special Provision A144”.
the class or division, and subsidiary risk(s) corresponding to the
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subsidiary risk label(s) applied, by numerals, and in the case of Class
1, the compatibility group; de
the packing group shown on the dangerous goods transport
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document;
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the number of packages and their exact loading location. For

radioactive material see g) below;
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the net quantity, or gross mass if applicable, of each package, except

that this does not apply to radioactive material or other dangerous
d
goods where the net quantity or gross mass is not required on the
if
dangerous goods transport document (see TI ICAO 5;4.1.4 , see IATA

8.1.6.9.2, step 6) or, when applicable, alternative written
d
documentation. For a consignment consisting of multiple packages

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containing dangerous goods bearing the same proper shipping name

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and UN number or ID number, only the total quantity and an indication

of the quantity of the largest and smallest package at each loading
location need to be provided. For unit load devices or other types of
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pallets containing consumer commodities accepted from a single

shipper, the number of packages and the average gross mass need
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to be provided.
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for radioactive material the number of packages, overpacks or freight

containers, their category, their transport index (if applicable) and their
exact loading location;
Whether the package must be carried on cargo aircraft only;
The aerodrome at which the package(s) is to be unloaded;
where applicable, an indication that the dangerous goods are being
carried under a State exemption; and
Chapter 9
the telephone number where a copy of the information provided to the

pilot-in-command can be obtained during the flight if Nok allows the
pilotin-command to provide a telephone number instead of the details
about the dangerous goods on board the aircraft,
signed confirmation, or some other indication, from the person
responsible for loading the aircraft that there was no evidence of any
damage to or leakage from the packages or any leakage from the unit
load devices loaded on the aircraft.
Note1: For UN 1845 Carbon dioxide, solid (dry ice), the information detailed
above may be replaced by the UN number, proper shipping name, class,
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total quantity in each hold on the aircraft and the aerodrome at which the
package(s) is to be unloaded.
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Note2: For UN 3480 (Lithium ion batteries) and UN 3090 (Lithium metal
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batteries), the information detailed above may be replaced by the UN
number, proper shipping name, class, total quantity at each specific loading
or
location, and whether the package must be carried on cargo aircraft only. A
full NOTOC is required when such batteries are carried under a State
d
exemption.
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Note3: The Dangerous goods listed in ICAO Table 7-9, IATA 9.5.A need not
oa
appear on the information provide to the pilot-in-command
Note4: For consumer commodities, the information provided may be either

nl
the gross mass of each package or the average gross mass of the packages
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as shown on the dangerous goods transport document

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The telephone number where a copy of the information to the pilot-

incommand can be obtained during the flight is additionally required on the
if
NOTOC should it be intended to make it possible for the pilot-in-command

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to provide the appropriate Air Traffic Services Unit with a telephone number
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instead of details about the dangerous goods on board the aircraft in the
event of an in-flight emergency.
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The following dangerous goods need not appear on the NOTOC:

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(i) Dangerous goods packed in excepted quantities

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(ii) Biological substance, Category B

(iii) Genetically modified micro-organisms
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(iv) Genetically modified organisms

(v) Lithium ion batteries (including lithium ion polymer batteries);
Lithium ion batteries contained in equipment; and Lithium ion
batteries packed with equipment when meeting the Section II
requirements of the applicable Packing Instruction.
(vi) Lithium metal batteries (including lithium alloy batteries),
Lithium metal batteries contained in equipment, and Lithium
metal batteries packed with equipment when meeting the
Section II requirements of the applicable Packing Instruction.
Chapter 9
(vii) Magnetized material

(viii) Radioactive material, excepted package (UN 2908, UN 2909,
UN 2910 or UN 2911)
Form BC-015
Nok need to provide the P-i-C prior to the departure of the aircraft, with
accurate and legible written or printed “Special Load Notification to Captain”
Form BC-015 for information concerning Speical load for approval
dangerous goods carrier
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This information is presented on a form section “Other Speical Load”.

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Generally, the cargo staff is responsible for completion of all of the required
d
information with the exception of loading position. Warehouse personnel may

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be required to enter the Air Waybill/ULD number. The loading position should
be completed by the Load Planner or inserted by the loading supervisor or ramp
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agent based on advice provided by the Load Planner.  

The loading supervisor/ramp agent confirms by his signature, or some other
on
indication:  
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that the stated loading position is identical with the actual loading
position and;  
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that the loading regulations as per his responsibility have been

adhered to and;  
that there is no evidence of any damage to, or leakage from, the
packages loaded on the aircraft.   Notes:
1. This includes information about dangerous goods loaded at a
previous departure point and which are to be carried on the subsequent
flight.  
Chapter 9
2. The dangerous goods listed in 9.2 need not appear on the

information provided to the P-i-C.  
The original and one copy of the form BC-015 must be provided to the P-i-C as
early as possible before departure, to provide adequate time for the P-i-C to
review the document. The original remains on board the aircraft and the copy
signed by the Pilot-in- Command, or some other way that he has received the
information, shall be kept on file at the departure station.  
The form BC-015 must be readily available to the P-i-C during flight.  
When a P-i-C takes over a transit aircraft, a notification for all the dangerous
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goods loaded at previous airports, and which remain on board the aircraft must
be readily available.  
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A legible copy of the information to the pilot-in command must be retained on
the ground. This copy must have an indication on it, or with it, that the P-i-C
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has received the information.  
or
Form BC-015 shall be retained for a minimum period of three months after the
flight on which the dangerous goods were transported.  See OM-A 2.1.3.
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Notification Channel
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The form BC-015 shall be completed and signed by load control
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supervisor.
The form BC-015 shall be handed to P-i-C in order to verify items,
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details and to acknowledge with signature by load control supervisor.

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P-i-C shall carry one copy of the form BC-015 to the next arrival
station.  
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Notwithstanding the previous form BC-015 items above, load control

supervisor shall directly notify P- i-C of the additional notification such
if
as Dangerous Goods as checked baggage etc  

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In case the carriage is cancelled after the notification has been made,
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Load control supervisor shall notify P-i-C and functions concerned

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immediately.  
If necessary, P-i-C will inform crew members of information about
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Dangerous Goods such as location, characteristics etc.  

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At transit and/or crew change station, P-i-C shall hand the carried form
BC-015 to the outgoing P-i- C via load control officer agent. However,
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at the intermediate stops with short ground time, P-i-C may leave such
form BC-015 in the cockpit and notify load control officer agent of this
action for next P-i-C at pre-flight briefing. The next P-i-C shall carry
the form BC-015 to the next arrival station.  
Note : The Dangerous goods listed in IATA 9.5.A need not appear on the
information provide to the pilot-in-command
Chapter 9
SPECIMEN OF NOTOC
Specimen of NOTOC includes information about dangerous goods loaded
at a previous departure point and which are to be carried on the subsequent
flight (refer 9.8)
The personnel (job title or function) with responsibilities for Operational

control of an aircraft be provide with the information provide NOTOC
Nok must specify the personnel (job title or function) to be provided this
information in their operations manual and/or other appropriate manuals.
The process of ground personnel transmitting this information to personnel
ed
with responsibilities for operational control of the aircraft also needs to be
explained. Particular attention should be paid to the arrangements for ad
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hoc charters carrying dangerous goods where ongoing instructions to
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ensure the availability of the NOTOC may not be in place, e.g. through
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issuing appropriate instructions within the ground handling request.
or
Availability of NOTOC on the Ground for the Duration of Flight
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A legible copy of the information to the pilot-in command must be retained
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on the ground. This copy must have an indication on it, or with it, that the
pilot-in-command has received the information.
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Chapter 9
Retention of Documents
Nok must ensure that at least one copy of the documents or information
appropriate to the transport by air of a consignment of dangerous goods
(including consignments that fail their acceptance check) must be retained
for a minimum period of three months, or such other period as specified by
the State concerned, after the flight on which the dangerous goods were
transported. As a minimum, the documents or information which must be
retained are the dangerous goods transport document (Shipper’s
Declaration), the acceptance checklist (when this is in a form which
requires physical completion) including identification of the person who
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completed it, and the NOTOC (if the goods were carried). and the written
information to the pilot-in-command. These documents or the information
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must be made available to the appropriate national authority upon request.
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For each package or overpack containing dangerous goods or freight
container containing radioactive material orunit load device or other type of
or
pallet containing dangerous goods as described in TI ICAO 1.4, IATA 9.1.4
that was not accepted by an operator due to an error or omission by the
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shipper in packaging, labelling, marking or documentation, a copy of the
de
documentation as well as the acceptance checklist (when this is in a form
which requires physical completion) should be retained for a minimum
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period of three months after the completion of the acceptance checklist.
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Nok should indicate where the documents appropriate to the transport by

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air of a consignment of dangerous goods are to be retained, e.g. within a

flight file, or within the files of a handling agent(s), etc. If this to be carried
out by a handling agent, procedures need to be in place, particularly for ad
d
hoc charters.
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NOTE: Nok utilise ground handling agents to discharge certain duties with
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regards to the carriage of dangerous goods by air, e.g. conducting

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acceptance checks, NOTOC preparation and administration, aircraft

loading, retention of documents, etc. Should such Nok wish to undertake ad
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hoc charters involving the carriage of dangerous goods between stations

where ongoing ground handling agreements are not in place, it would be
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necessary for duties to be properly assigned to the agent(s) concerned in

advance of the operation of flights? Furthermore, should the agent at the
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station of departure not operate 24 hours a day, it must also be ensured that
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a copy of the NOTOC is readily available on the ground in the event of an

emergency, e.g. by instructing the agent to fax or e-mail a copy of the
completed NOTOC to Nok as soon as possible after the signature by the
pilot-in-command has been obtained. Procedures for assigning such duties
to agents (such as via the issue of ad hoc ground handling requests) should
be established.
.
Chapter 9
Recognition of Undeclared / Hidden Dangerous Goods
General description ‘Hidden’ Dangerous Goods

Note : The discovery of undeclared or mis-declared dangerous goods or
the discovery of dangerous goods forbidden for carriage by passengers
(discovered after check-in process) must be reported to CAAT see 9.14.1
for reporting procudures.
Personnel must be alert to indications that undeclared dangerous goods
are present within cargo. Personnel interfacing with passengers must be
alert to indications that prohibited dangerous goods are carried by
ed
passengers or within their baggage. Refer to DMG chapter 6.4, 6.5 and
COM Chapter 4.16 for undeclared or Mis-declared Dangerous Goods
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procedure
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The following is a list of general descriptions that are often used for items
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in cargo or in passengers’ baggage and the types of dangerous goods that
may be included in any item bearing that description.
or
With the aim of preventing undeclared dangerous goods from being loaded
on an aircraft and of preventing passengers from taking on board those
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dangerous goods which they are not permitted to have in their baggage
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)refer Table 9-1), information about:
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General descriptions that are often used for items in cargo or in
passengers’ baggage which may contain dangerous goods;
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Other indications that dangerous goods may be present (e.g .labels,

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markings); and
those dangerous goods which may be carried by passengers in
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accordance with Table 9-1, must be provided to cargo reservations

and sales staff, cargo acceptance staff, passenger reservations and
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sales staff and passenger check-in staff as appropriate and must be

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readily available to such staff .The following is a list of general

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descriptions and the types of dangerous goods that may be included

in any item bearing that description.
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aircraft on ground (AOG) spares — may contain explosives )flares or other

pyrotechnics(, chemical oxygen generators, unserviceable tire assemblies,
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cylinders of compressed gas )oxygen, carbon dioxide or fire extinguishers(,

fuel in equipment, wet or lithium batteries, matches
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automobile parts/supplies (car, motor, motorcycle) — may include engines,

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including fuel cell engines, carburettors or fuel tanks that contain or have
contained fuel, wet or lithium batteries, compressed gases in tire inflation
devices and fire extinguishers, air bags, flammable adhesives, paints,
sealants and solvents, etc.
battery-powered devices/equipment — may contain wet or lithium batteries.
breathing apparatus — may indicate cylinders of compressed air or oxygen,
chemical oxygen generators or refrigerated liquefied oxygen
Chapter 9
camping equipment — may contain flammable gases )butane, propane,

etc.(, flammable liquids )kerosene, gasoline, etc.( or flammable solids
)hexamine, matches, etc.(
cars, car parts — see automobile parts, etc.
chemicals — may contain items meeting any of the criteria for dangerous
goods, particularly flammable liquids, flammable solids, oxidizers, organic
peroxides, toxic or corrosive substances
consolidated consignments (groupages) — may contain any of the defined
classes of dangerous goods
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cryogenic (liquid) — indicates refrigerated liquefied gases such as argon,
helium, neon, nitrogen, etc.
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cylinders — may contain compressed or liquefied gas
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dental apparatus — may contain flammable resins or solvents, compressed
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or liquefied gas, mercury and radioactive material
or
diagnostic specimens — may contain infectious substances
diving equipment — may contain cylinders of compressed gas )e.g. air or
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oxygen(. May also contain high intensity diving lamps that can generate
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extreme heat when operated in air. In order to be carried safely, the bulb or
battery should be disconnected
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drilling and mining equipment — may contain explosive)s( and/or other
nl
dangerous goods
dry shipper (vapour shipper) — may contain free liquid nitrogen. Dry
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shippers are not subject to these Instructions only when they do not permit
the release of any free liquid nitrogen irrespective of the orientation of the
d
packaging
if
electrical/electronic equipment — may contain magnetized material,

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mercury in switch gear, electron tubes, wet or lithium batteries or fuel cells
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or fuel cell cartridges that contain or have contained fuel

electrically powered apparatus (wheelchairs, lawnmowers, golf carts, etc.)
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— may contain wet or lithium batteries or fuel cells or fuel cell cartridges
that contain or have contained fuel
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expeditionary equipment — may contain explosives )flares(, flammable

liquids )gasoline(, flammable gas )gas for camping equipment( or other
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dangerous goods
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film crew and media equipment — may contain explosive pyrotechnic

devices, generators incorporating internal combustion engines, wet or
lithium batteries, fuel, heat-producing items, etc.
frozen embryos — may be packed in refrigerated liquefied gas or dry ice
frozen fruit, vegetables, etc. — may be packed in dry ice )solid carbon
dioxide(
fuel control units — may contain flammable liquids
Chapter 9
hot-air balloon — may contain cylinders with flammable gas, fire

extinguishers, engines internal combustion, batteries, etc.
household goods — may contain items meeting any of the criteria for
dangerous goods. Examples include flammable liquids such as solvent-
based paint, adhesives, polishes, aerosols )for passengers, those not
permitted under Table of Provisions for dangerous goods carried by
passenger and crew, bleach, corrosive oven or drain cleaners, ammunition,
matches, etc.
instruments — may conceal barometers, manometers, mercury switches,
rectifier tubes, thermometers, etc., containing mercury
ed
laboratory/testing equipment — may contain items meeting any of the
criteria for dangerous goods, particularly flammable liquids, flammable
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solids, oxidizers, organic peroxides, toxic or corrosive substances, lithium
batteries, cylinders of compressed gas, etc.
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machinery parts — may contain flammable adhesives, paints, sealants and
or
solvents, wet and lithium batteries, mercury, cylinders of compressed or
liquefied gas, etc.
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magnets and other items of similar material — may individually or
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cumulatively meet the definition of magnetized material (see IATA 3.9.2.2)
medical supplies/equipment — may contain items meeting any of the
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criteria for dangerous goods, particularly flammable liquids, flammable
solids, oxidizers, organic peroxides, toxic or corrosive substances, lithium
nl
batteries
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metal construction material — may contain ferromagnetic material which

may be subject to special stowage requirements due to the possibility of
d
affecting aircraft instruments (see IATA 3.9.2.2)

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metal fencing — may contain ferromagnetic material which may be subject

to special stowage requirements due to the possibility of affecting aircraft
d
instruments (see IATA 3.9.2.2)

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metal piping — may contain ferromagnetic material which may be subject

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to special stowage requirements due to the possibility of affecting aircraft

instruments (see IATA 3.9.2.2)
on
passengers’ baggage — may contain items meeting any of the criteria for
dangerous goods not permitted under Table of Provisions for dangerous
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goods carried by passenger and crew.

pharmaceuticals — may contain items meeting any of the criteria for
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dangerous goods, particularly radioactive material, flammable liquids,

flammable solids, oxidizers, organic peroxides, toxic or corrosive
substances
photographic supplies/equipment — may contain items meeting any of the
criteria for dangerous goods, particularly heatproducing devices, flammable
liquids, flammable solids, oxidizers, organic peroxides, toxic or corrosive
substances, lithium batteries
Chapter 9
racing car or motorcycle team equipment — may contain engines, including

fuel cell engines, carburettors or fuel tanks that contain fuel or residual fuel,
wet and lithium batteries, flammable aerosols, nitromethane or other
gasoline additives, cylinders of compressed gases, etc.
refrigerators — may contain liquefied gases or an ammonia solution
repair kits — may contain organic peroxides and flammable adhesives, solvent-
based paints, resins, etc.
samples for testing — may contain items meeting any of the criteria for
dangerous goods, particularly infectious substances,flammable liquids,
flammable solids, oxidizers, organic peroxides, toxic or corrosive
ed
substances
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semen — may be packed with dry ice or refrigerated liquefied gas )see also dry
in
shipper(
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ships’ spares — may contain explosives )flares(, cylinders of compressed
gas )life rafts(, paint, lithium batteries )emergency locator transmitters(, etc.
or
sporting goods/sports team equipment — may contain cylinders of
compressed or liquefied gas )air, carbon dioxide, etc.(,lithium batteries,
d
propane torches, first aid kits, flammable adhesives, aerosols, etc.
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swimming pool chemicals — may contain oxidizing or corrosive substances
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switches in electrical equipment or instruments — may contain mercury
tool boxes — may contain explosives )power rivets(, compressed gases or
nl
aerosols, flammable gases )Butane cylinders or torches(, flammable

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adhesives or paints, corrosive liquids, lithium batteries, etc.

torches — micro torches and utility lighters may contain flammable gas and
d
be equipped with an electronic starter. Larger torches may consist of a torch

head )often with a self-igniting switch( attached to a container or cylinder of
if
flammable gas
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unaccompanied passengers’ baggage/personal effects — may contain

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items meeting any of the criteria for dangerous goods not permitted under
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Table of Provisions for dangerous goods carried by passenger and crew.

Note.— Excess baggage carried as cargo may contain certain dangerous
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goods, as provided for by ,IATA 1.2.7.1g.

vaccines — may be packed in dry ice )solid carbon dioxide(
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Chapter 9
GHS Labelling
Some everyday household items bear consumer warning labels which may
or may not indicate they are classified as dangerous goods in air transport.
All over the world there are different laws on how to identify the hazardous
properties of chemicals )called ‘classification’( and how information about
these hazards is then passed to users )through consumer supply labels and
safety data sheets for workers(. This can be confusing because the same
chemical can have different hazard descriptions in different countries. For
example, a chemical could be labelled for supply as ‘toxic’ in one country,
but not in another. For this reason, the UN brought together experts from
different countries to create the Globally Harmonized System of
ed
Classification and Labelling of Chemicals )GHS(.
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Products bearing the following GHS labels are classified as dangerous
goods:
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or
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.
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Products bearing the following GHS labels )and none of the above( are
NOT classified as dangerous goods:
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Chapter 9
Provision of information for use in responding to dangerous

goods incident in flight
Nok must ensure that for consignments for which a dangerous goods
transport document is required by these instructions, appropriate
information is immediately available at all times for use in emergency
response to accidents and incidents involving dangerous goods in air
transport. The information must be available to the pilot-in-command and
can be provided by:
the ICAO document Emergency Response Guidance for Aircraft
ed
Incidents Involving Dangerous Goods (Doc 9481); or
any other document which provides appropriate information
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concerning the dangerous goods on board.
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For procedures for responding to emergency situations see OM-A section
11 Accident and Occurance
or
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Chapter 9
Provision of information by Pilot in command in the event of an

in-flight emergency
If an in-flight emergency occurs, the pilot-in-command must, as soon as the

situation permits, inform the appropriate air traffic services unit, for the
information of aerodrome authorities, of any dangerous goods carried as
cargo on board an aircraft. Wherever possible this information should
include the proper shipping name and/or UN number, the class/division
and, for Class 1, the compatibility group, any identified subsidiary risk(s),
the quantity and the location on board the aircraft, or a telephone number
where a copy of the information provided to the pilot-in-command can be
ed
obtained. When it is not considered possible to include all the information,
those parts thought most relevant in the circumstances or a summary of
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the quantities and class or division of dangerous goods in each cargo
compartment should be given.
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Chapter 9
Information to be provide to emergency services in the event of;
Aircraft accident and serous incident

In the event of:
an aircraft accident; or
a serious incident where dangerous goods carried as cargo may be
involved,
Nok of the aircraft carrying dangerous goods as cargo must, without delay,
provide to emergency services responding to the accident or serious
ed
incident, information about the dangerous goods on board, as shown on the
copy of the information provided to the pilot-in-command. As soon as
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possible, Nok must also provide this information to the appropriate
in
authorities of the State of the Operator and the State in which the accident
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or serious incident occurred.
or
Aircraft Incident
In the event of an aircraft incident, if requested to do so, Nok of an aircraft
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carrying dangerous goods as cargo must, without delay, provide to
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emergency services responding to the incident and to the appropriate
authority of the State in which the incident occurred, information about the
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dangerous goods on board, as shown on the copy of the information
provided to the pilot-in-command.
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Chapter 9
Reporting

situation permits, inform the appropriate air traffic services unit, for the
cargo on board an aircraft. Wherever possible this information should
ed
those parts thought most relevant in the circumstances or a summary of
the quantities and class or division of dangerous goods in each cargo
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Dangerous goods Accident and Incident report
or
Definations
Dangerous goods accident: An occurrence associated with and related to
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the transport of dangerous goods by air whichresults in fatal or serious
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injury to a person or major property or environmental damage.
Dangerous goods incident: An occurrence, other than a dangerous goods
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accident, associated with and related to the transport of dangerous goods
by air, not necessarily occurring on board an aircraft, which results in injury
nl
to a person, property or environmental damage, fire, breakage, spillage,

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leakage of fluid or radiation or other evidence that the integrity of the

packaging has not been maintained. Any occurrence relating to the
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transport of dangerous goods which seriously jeopardizes the aircraft or its

occupants is also deemed to be a dangerous goods incident.
if
Nok must report dangerous goods accidents and incidents to CAAT and
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the appropriate authorities and the State in which the accident or incident
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occurred in accordance with the reporting requirements of those

appropriate authorities.
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Note. — This includes incidents involving dangerous goods that are not
on
subject to all or part of the CAAT requirements through the application of an

exception or of a special provision (e.g. an incident involving the short
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circuiting of a dry cell battery that is required to meet short-circuit prevention

conditions in a special provision of IATA 4.4.
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In addition to the requirements of the ICAO Technical Instructions for the

reporting of dangerous goods occurrences (9.14.2), Dangerous Goods
Occurrence Reporting requires that any incident which endangers or
which, if not corrected, would endanger an aircraft, its occupants or any
other person is reported to CAAT Safety Data. Dangerous goods
occurrences reportable under the Mandatory Occurrence Reporting
Scheme include:
Chapter 9
Dangerous goods found not to have been secured to prevent

movement
Damage to packages of dangerous goods
NOTOC errors where dangerous goods have not been stowed in
accordance with loading instructions
Failure to prepare electric wheelchairs in order to prevent accidental
activation
Electric wheelchairs found not to have been stowed and secured
correctly
ed
Leak or spill of dangerous goods from passenger baggage or
undeclared dangerous goods
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NOTE: Dangerous goods occurrences meeting the criteria of Dangerous
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Goods Occurrence Reporting also meet the definition of a dangerous goods
accident or incident, reportable in accordance with Dangerous goods
or
Accident and Incident report. Accordingly, the report must be made to
CAAT Safety Data within 72 hours (rather than 96), unless exceptional
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circumstances prevent this.
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A dangerous goods accident or dangerous goods incident not meeting the
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criteria of Dangerous Goods Occurrence Reporting must be reported to the
CAAT Dangerous Goods Office within 72 hours, unless exceptional
nl
circumstances prevent this. If necessary, a subsequent report shall be

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made as soon as possible giving all the details that were not known at the
time the first report was sent. If a report has been made verbally, written
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confirmation shall be sent as soon as possible. Any type of accident or

incident must be reported irrespective of whether the dangerous goods are
if
in cargo, passengers’ baggage or crew baggage.

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In accordance with Regulation on the Civil Aviation Authority of

Thailand Number 4 on the reporting, analysis and follow-up of occurrences
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in civil aviation,by 17 November 2016 aircraft operators are required to

store occurrence reports. Nok will need to submit Mandatory Occurrence
on
Reports to the CAAT in this format (see Report Number CAAT-DGD-520

Dangerous Goods Occurence Report) It is likely that the procedures for
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reporting nonmandatory occurrence reporting dangerous goods

occurrences will be aligned to those for mandatory occurrence reporting.
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Note: Accident and Incident Occurrence Report form (CAAT-DGD-500

series) are available via the publications section at
https://www.caat.or.th/th
Chapter 9
Reporting of Dangerous goods occurrence

Nok must report to CAAT and the State of Origin any occasion when:
dangerous goods are discovered to have been carried when not
loaded, segregated, separated or secured in accordance with the
IATA 9.2 or 9.3; or
dangerous goods are discovered to have been carried without
information having been provided to the pilot-in-command in
accordance with the IATA 9.5.1.1
ed
Undeclared or Mis-declared Dangerous goods
Nok must report any occasion when undeclared or mis-declared dangerous
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in
goods are discovered in cargo. Such a report must be made to CAAT and
the State in which this occurred. Nok must also report any occasion when
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dangerous goods not permitted under provision for dangerous goods
carried by passenger and crew are discovered, either in the baggage or on
or
the person, of passengers or crew members. Such a report must be made
to CAAT and the State in which this occurred.
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Quality Assurance Manager – Dangerous Goods Standard (VA-D)
Qualifications
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(i) Minimum knowledge requirement – a bachelor’s degree or
Higher
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(ii) in any fields or equivalent Aviation fields

(iii) Minimum experience requirement – 5 years of experiences in
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airline industry
(iv) Understand Quality system, Quality assurance, Quality audit and
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Management review.
(v) Understand and maintain maintenance activities in accordance
if
with Local and International Civil Aviation to get the highest

d
standard.
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(vi) Understand Airline Operations and Airline Business.

(vii) Have knowledge in Quality Management System.
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(viii) Should have knowledge and experience in Lead Auditor

Duties & Responsibilities
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(i) Ensure that proper channels are established for incoming and
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outgoing information concerning quality and safety matters and

ensure that knowledge in this matter is utilized in the best way
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within the reasonable time.

(ii) Direct all activities within the quality organization with respect to
quality and safety.
(iii) Ensure that Dangerous Goods incident/ accident including
reports on vital DGl defects are properly investigated.
(iv) Ensure the corrective and preventive actions are being instituted
efficiently and timely when actual or potential safety
deficiencies have been found.
Chapter 9
(v) Follow an audit program (audit, surveillance, spot check and

follow up, etc.) to assure production conformity to quality
system.
(vi) Report to government agencies regarding the industrial quality
and safety issues.
(vii) Ensure that all NOK Dangerous Goods requirement and
practices are in accordance with the requirement.
(viii) Ensure that reports required by the Civil Aviation Authority of
Thailand (CAAT) are prepared and submitted.
(ix) Coordinate with concerned department in revision of Air
Operator Certificate (AOC).
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(x) Ensure all controlled manual and documents for DG always up
to date and distribute to concerned function.
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(xi) Ensure the reports required by the Civil Aviation Authority of
in
Thailand (CAAT) i.e. Safety-Security Report, etc. are properly
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submitted to CAAT.
(xii) Ensure that procedures used in the accomplishment of each
or
operation to assure conformity with established quality
standards and/or fulfil the authority and company requirements.
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(xiii) Perform internal audit to ensure quality system effectiveness
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including maintain audit record.
(xiv) Coordinate with concerned functions to arrange training
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courses related to work safety, quality, regulatory and
environment.
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(xv) Establish and implement internal/external audit program to

ensure quality system effectiveness including maintain audit
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record.
(xvi) Ensure contractor or subcontractor to comply with quality and
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the effective agreements.

(xvii) Assist superior in any assigned jobs to meet highest safety and
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reliability.
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(xviii) Ensure that all works shall be done according to safety

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regulations.
(xix) Coordinates the DG activities between CAAT and Nok Air.
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(xx) Improve opportunities to enhance process of efficiency quality

for DG control.
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(xxi) Perform DG internal audit to all concerned functions.

(xxii) Provide DG information to the employees.
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(xxiii) Associates to conduct DG Training for all staffs by existing

training material and presentations to keep Attendees updated
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on regulators.
(xxiv) Associates to DG training program for training
improvements.
(xxv) Creates and update database to provide accurate information
to concerned parties.
(xxvi) Responsible for quality, root cause analysis on process
gaps and recommend corrective actions
Chapter 9
Removal of Contamination
In the event of a spillage or leakage of dangerous goods within an aircraft,

the position where the dangerous goods or ULD was stowed on the aircraft
must be inspected for damage or contamination and any hazardous
contamination removed. The hazard of the dangerous goods within
packages concerned may be established by checking the entry on the
NOTOC for that loading position or from hazard labels applied to the
packages. The hazard classes and divisions of dangerous goods within a
ULD may also be identified from the NOTOC or otherwise, should package
labels not be visible, from the ULD tag bearing red hatchings applied to the
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outside of the ULD. Persons responding in the event of damage to or
leakage of dangerous goods from packages must:
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in
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identify the hazards and wear appropriate protective clothing;
avoid handling the package or keep handling to a minimum;
or
inspect adjacent packages for contamination and put aside any that
may have been contaminated;
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arrange for decontamination of the aircraft and equipment; and
In the case of infectious material, inform the appropriate public health
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authority or veterinary authority, and provide information to any other
countries of transit where persons may have been exposed to danger;
nl
and notify the shipper and/or the consignee.

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In the event of a spillage or leakage of undeclared dangerous goods within

an aircraft, the position where the dangerous goods or unit load device was
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stowed on the aircraft must be inspected for damage or contamination and

if
any hazardous contamination removed.

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In all cases of doubt call the airport or local fire brigade. They may have
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access to hazard identification schemes detailing the precautionary

measures necessary in dealing with spillage or other incidents involving
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hazardous chemicals.
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Persons responding in the event of damage to or leakage of dangerous

goods from packages must report to the engineer and the engineer
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responsible for handling the aircraft must be told immediately of any

spillage that has occurred inside the aircraft. If it becomes necessary to
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handle damaged packages, the following general precautions should be

taken:
Do not handle packages if there is any risk to personal safety.
Wear protective gloves and clothing.
Do not allow the contents of the package to come into contact with
any part of the body.
Do not inhale any vapour or fumes.
Guard against fire.
Chapter 9
Never load a damaged package or one suspected of being damaged

onto an aircraft.
When part of a shipment is found to be leaking or emitting fumes, the entire
shipment or, in the case of a mixed consignment, that part containing
dangerous goods must be quarantined and prevented from further
handling.
If it is evident that a package containing radioactive material is damaged or
leaking, or if it is suspected that the package may have leaked or been
damaged, access to the package must be restricted and a qualified person
must, as soon as possible, assess the extent of contamination and the
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resultant radiation level of the package.
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Local procedures will define the emergency response requirements
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depending on where the issue arises..
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Damaged Dangerous Goods (excluding Radioactive Materials)
or
Dangerous Goods packages showing signs of leakage, fumes or other
evidence or damage should be isolated. No attempt should be made to
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open damaged packages.
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Contents of damaged packages should be identified using appropriate
documentation obtained from the freight terminal or aircraft in all cases of
oa
doubt call the airport or local fire brigade. They may have access to hazard
identification schemes detailing the precautionary measures necessary in
nl
dealing with spillage or other incidents involving hazardous chemicals.

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The engineer responsible for handling the aircraft must be told immediately
of any spillage that has occurred inside the aircraft. If it becomes necessary
d
to handle damaged packages, the following general precautions should be

taken:
if
Do not handle packages if there is any risk to personal safety.

d
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Wear protective gloves and clothing.

Do not allow the contents of the package to come into contact with
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any part of the body.

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Do not inhale any vapor or fumes.

Guard against fire.
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Never load a damaged package or one suspected to be damaged

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onto an aircraft. When part of a shipment is found to be leaking or

emitting fumes, the entire shipment, or in the case of a mixed
consignment, that part containing dangerous goods, must be
quarantined and prevented from further handling. After reference to
the local fire authority to ensure the packages are safe to handle, the
shipment must be returned to the shipper if at origin, or a professional
packing agency if at a transit stop to ensure compliance with the IATA
Dangerous Goods Regulations. Any charges levied by the packing
agency must be referred to the shipper.
Chapter 9
Mercury Spillage
In the event of damage to a package containing mercury or leakage from
an undeclared mercury consignment, the surrounding area must be
immediately blocked off to avoid any spread of mercury and contamination
of other articles. Immediately inform the appropriate Department who will
assume responsibility for removing the consignment from the aircraft and
take the necessary decontamination action on the affected parts of the
aircraft.
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Infactious Substances
In the event of visible or suspected damage to a package containing
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infectious substances:
in
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Avoid handling the package or keep handling to a minimum. Inspect
adjacent packages for contamination and isolate if required. Inform
the appropriate local health authority or quarantine authority and
or
provide information to any transit stations where persons may have
been exposed to danger. Notify the consignor and/or consignee.
d
Damaged Radioactive Packages de
Immediate action should be taken as follows:
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Notify local emergency services as required (e.g. police, fire services
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etc).
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Notify local responsible authority (e.g. environmental agency).

Notify Corporate Safety & Quality
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Isolate the consignment at once and keep personnel away until

if
qualified persons with Proper equipment give instructions for safe

handling and/or decontamination.
d
lle
If the inner container is damaged, avoid contact with or inhalation of

the contents If it is evident or suspected that a package of radioactive
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materials is damaged or leaking, or may have leaked, access to the

package should be restricted. Contact emergency services and/or
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local expert advisor as detailed in Nok Air Cargo Procedures Manual.

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Chapter 9
Conditions under Which Weapons, Munitions of War and

Sporting Weapons May Be Carried
Note: This exist a policy not to carry Weapons, Munitions of War and
Sporting Weapons this section shall be omitted
Need for Approval to Transport Munitions of War
Weapons of war and munitions of war can only be carried provided an
approval to do so has been granted by all the States concerned before a
flight. They must be carried in the aircraft in a place which is inaccessible
to passengers during flight and, in the case of firearms, unloaded, except
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as specified in 9.16.2 below.
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Stowage Requirements for Munitions of War
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In exceptional circumstances, weapons of war and munitions of war may
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be carried other than in an inaccessible place on the aircraft and may be
loaded, provided an approval to do so has been granted by all the States
or
concerned before a flight. These exceptional circumstances are intended
primarily to permit the carriage of law enforcement officers, protection
d
officers, etc.
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Notifying Commander of the Carriage of Munitions of War
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if WEAPON(s) is/are carried onboard an aircraft by law enforcement officers
and other authorized persons acting in the performance of their duties
nl
approved by Nok, The P-i-C must be notified before a flight if weapons of

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war or munitions of war are to be carried on the aircraft. This notification

includes:
d
The number of authorized armed persons onboard the aircraft;

if
The location of such persons, if permitted by the State(s) involved.

d
During flight, persons may retain his firearms but keep the
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ammunitions separated from the arms, and must comply with any
instructions given by the P-i-C
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Persons must not be served alcoholic beverage during flight

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Chapter 9
Carriage of Sporting Weapons When Inaccessible to Passengers

during Flight
Sporting weapons and ammunition for such weapons may be carried
without an approval from an Authority, provided they are stowed in a
place on the aircraft which is inaccessible to passengers during flight
and, in the case of firearms, unloaded.
Nok must take all reasonable measures to ensure that any sporting
weapons intended to be carried by air are reported to them and Nok
should describe the measures in place to make passengers aware of
the need to furnish Nok with details of any sporting weapon they intend
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to carry. For aircraft without inaccessible compartments, carriage
should be prohibited unless alternative effective procedures for
t
in
stowing the weapons in a place that is inaccessible to passengers are
established.
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In exceptional circumstances WEAPONS of war and munitions of war
or
may be carried other than in an inaccessible place on the aeroplane
and may be loaded, provided an approval to do so has been granted
by all the States concerned before a flight. A request for permission
d
must be sent to PO for approval. If permission is granted, PV, OS and
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OC shall be informed for further necessary actions.
oa
These exceptional circumstances are intended primarily to permit the
carriage of law enforcement officers, protection officers, etc.
nl
Ammunition for sporting weapons is subject to the conditions set out

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in IATA Dangerous Goods Manual.

d
if
d
lle
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Chapter 10
Security
10 SECURITY
SECURITY POLICIES AND PROCEDURES
in conformity with ICAO Annex. 17, to prevent weapons, explosives or any
other dangerous devices which may be used to commit an act of unlawful
interference. The same are circulated to the crew and other operational staff
as and when received for compliance.
Detailed security instructions and guidance are contained in the NOK
approved Security Manual. General guidance information is provided
ed
below. Parts of the security instructions are confidential and not given
below.
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The duties and responsibilities of concerned personnel are laid down in the
in
Security Manual.
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The aim of aviation security is to safeguard International Civil Aviation
Operations against acts of unlawful interference. Safety of passengers,
or
crew, ground personnel and the general public shall be the primary
objective in all matters related to safeguarding against acts of unlawful
d
interference with International Civil Aviation.
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It is an Nok policy that all security measures laid down by the state
authorities from time to time are enforced. All efforts are to be made to avert
oa
any security risk during operations. All crew and staff must carry their
identity cards for entry into the security area. It should be noted that under
nl
stringent security arrangements, staff not in possession of authorised

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identity cards are likely to be stopped from entering operational area by the
authorities concerned.
d
ATC authorities require confirmation from the commander that all

if
passengers and hand baggages have been security checked. The

commander must ensure complete elimination of access from cabin to the
d
cockpit except for crew members. The door between cabin and cockpit in
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every aircraft during the flight must be locked from inside the cockpit.
Cockpit door will be opened only on instructions from the commander when
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a request is made by the cabin crew over the intercom.

The company‘s Security Department handles all the security aspects of the
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company and the details are contained in Security Manual. However,

certain guidelines are given in this chapter for the information of crew and
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Operations Personnel
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Chapter 10
Security
SECURITY INSTRUCTIONS AND GUIDANCE
Anti-hijacking Security Measures

Completion of check - in formalities, a search of hand baggage which is
limited to one piece per passenger, either manually or through X-Ray
screening followed by frisking is carried out by the State/Union Territory
Police/CISF authorities under the guidance of BCAS with the intention of
preventing and detecting carriage on board the aircraft of any lethal weapon
or objects or articles which could be used for unlawful seizure of an aircraft
by a potential hijacker.
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After the above checks, the security personnel will stamp and initial the
boarding pass and the hand baggage label as a token of having cleared the
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passenger and his/her hand baggage.
in
All the checks will be carried in such a manner that they do not affect the
pr
liberty and the dignity of the passenger to any great extent.
or
Regarding the hand baggage search, the pieces of hand baggage carried
by the above category of passengers will not be subjected to security check
and As far as the carriage of firearms by the personal security staff of
d
such VVIPs/dignitaries is concerned, the rules regarding the carriage
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of firearms will be applicable as has been stated in CAAT Rules under
the heading ―Conditions for the Carriage of Arms Explosive or
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Dangerous Goods etc. and instructions issued from time to time.
nl
NOK will be affixed with a security stamp ―Exempted from Security check
if carried by the passengers themselves. However, if the hand baggage of
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these VIPs is presented to the security staff by their personal staff or any
other person on their behalf, it shall be screened.
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FLIGHT DECK SECURITY AND DOOR

if
Unless it is equipped with an approved flight deck door that is

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designed to resist penetration by small arms fire and grenade

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shrapnel, and to resist forcible intrusion by unauthorised persons.

Means shall be provided for pilots to monitor from either pilot’s station
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the entire door area outside the flight deck to identify persons
requesting entry to the flight deck and to detect suspicious behaviour
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or potential threat.
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It is recommended that all other aeroplanes operated by the operator

be installed with an approved flight deck door, where practicable, that
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is designed to resist penetration by small arms fire and grenade

shrapnel, and to resist forcible intrusion by unauthorised persons
If installed, the flight deck door shall be capable of being locked or
unlocked from either pilot’s station provided for pilots to monitor from
either pilot’s station to entire door area outside the flight deck to
identify persons requesting entry to the flight deck and to detect
suspicious behavior or potential hazard .
The P-i-C shall ensure that the flight deck door shall be closed and
locked from the time that the first passengers get inside the aircraft to
Chapter 10
Security
the time that the last passenger gets outside the aircraft, except when
necessary to permit access and egress for the CAAT or other
authorised persons .
The flight deck door shall be provided with a measure to enable
monitoring the entire area of the flight crew member outside the door
from working area of each pilot to identify persons requesting entry
and to detect suspicious behavior or potential threat. The flight deck
door shall not be opened unless the person requesting access has
been identified as a person authorised to access the flight deck.
Security Of Unaccompanied Baggage, Mail, Cargo, Diplomatic Mail
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Bags
Unaccompanied baggage and other loads such as mail, company stores,
t
in
galley equipment etc. booked as cargo. In order to prevent weapons,
explosives, explosive devices or any other dangerous devices which may
pr
be used to commit an act of unlawful interference, the carriage or bearing
of which is not authorised, from being introduced by means
or
whatsoever, in the cargo consignments on-board an aircraft, any one of the
following three security measures shall be strictly followed by the Company:
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X-ray screening de
Physically checking
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Cooling off for 24 hours
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The above procedure has been prescribed by an order issued by the

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Commissioner of Security (Civil Aviation), Bureau of Civil Aviation Security,

under Section 5A of The Aircraft Act, 1934, violation of which is punishable
under Section 11A of the Act.
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Security Of Catering Items

if
Catering items can be used as a medium for smuggling of weapons

d
/explosives/explosive devices or any other component of an explosive

lle
device into an aircraft, which could be used for hijacking/sabotage. To

thwart any such possibility the following procedure shall be observed by
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company for the security of catering items.

on
At all times, during normal or alert situations, security officials of company

shall be present in the catering establishment and shall exercise close
nc
supervision at the time of preparation, packing, and pre-setting of catering

items, while these items are being placed in trolleys / meal-carts/oven
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cages/ containers, while loading them into the Hi-lift Van (HLV), while
transporting them from the catering establishment to the aircraft, and while
loading the same into the aircraft.
While transferring the trolleys/meal-carts etc., from the HLV to the aircraft,
Company‘s Catering officials shall check the seals affixed on them at the
catering establishment and then hand them over to the cabin crew.
Every meal cart/trolley/container, etc., or other items from the HLV to be
handed over to the cabin crew, shall be opened and checked by company‘s
Chapter 10
Security
Catering officials in the presence of the cabin crew before handing

over/taking over of the catering items.
Boarding pass
All boarding passes are to be treated as “Cash Value Documents” and kept
under lock and key. Boarding passes are supplied in sets of equal number
as the seats on an aircraft, except for flights operated with turbo prop
aircraft.
One set per flight is taken out and validated for the flight. Unused passes
are to be destroyed after the close of counter. All boarding passes are either
printed or hand written showing the name of the station, flight number and
ed
date, and each pass is signed by the issuing staff. The number of boarding
passes issued is to be tallied with the number of flight coupons uplifted.
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in
Before emplaning, the boarding passes are to be checked by the
commercial staff on ladder point duty as per the procedure. Passengers
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with unstamped boarding passes are to be taken back for security check
and will only be permitted to board the aircraft after necessary verification /
or
investigation and subsequent clearance by the Police.
TRANSIT PASSES
d
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All the boarding passes issued to the passengers will be pre printed with
the caption reading Retain till Destination. In case of passengers
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disembarking at the transit station, such passengers will produce the
subject cards together with the ticket‘ jacket at the check-in-counter and will
nl
obtain fresh boarding passes for the purpose of undergoing fresh security
check before embarkation.
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Handling Of Passengers
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All joining passengers on a stopping flight are to be frisked by the Security

personnel before emplaning. Transit passengers are to stay on board
if
unless, otherwise notified in which case they have once again to pass
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through security checks.

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Identity Cards
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All employees of the company are issued with photo identity cards by the
respective security branch. They are required to display or produce them
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on demand. In case of loss, the employee concerned is required to

immediately lodge a report with the police authorities concerned and submit
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a copy of the FIR for the issue of duplicate card as per the laid down
procedure. Employees working in the apron/technical/sensitive areas are
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issued with Photo Identification Cards by the Aerodrome Officers on behalf

of AOT. These identification cards are to be prominently displayed by the
staff while on duty. The loss of this card is to be dealt with in a manner
similar to the loss of company s card as stipulated above
Checking Of Toilets/Hat-Racks/Catering Items Etc.
Toilets, hat-racks and catering items of the departing aircraft will be
checked by the Engineering/Security personnel and Cabin Attendants
before the departure. Checking of catering items will be carried out by the
Chapter 10
Security
Commercial/Catering/Cabin Crew. In case of definite threat, the company

staff will render necessary assistance and co-ordinate in this task.
Maintenance Section
Maintenance Sections will ensure that the aircraft are parked in well-lit
areas. Doors of parked aircraft/unattended aircraft must be closed & where
possible locked and sealed. Built-in access steps should be retracted and
mobile access stairs, hi-lift vans, step ladders and the like must be removed
from the vicinity of parked, unattended aircraft.
All the ground equipment should be either removed from the aircraft or
immobilized to prevent their use as a means of access to unauthorized
ed
persons. Aerobridge should, if practical, be withdrawn from the unattended
aircraft parked adjacent to Passenger Terminal Building. Doors between
t
in
the Terminal arid aerobridge should be locked. Security Department will
deploy sufficient security personnel at maintenance area to guard the
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aircraft. All the staff working near or around the aircraft must display their
Photo Identity cards at all times and must also be in the proper uniform
or
issued to them.
Personnel servicing the aircraft during the course of their normal
d
assignment should check their work area for suspicious material baggage
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and unauthorised movements. If anything unusual or adverse is observed
it will be brought immediately to the notice of the security personnel.
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It will be the duty and responsibility of all the staff to verify challenge the
nl
presence of any unauthorised or unidentified person near or around the

aircraft.
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Before any aircraft is placed in service after it has been parked unattended
it should be subjected to a walk- around examination which includes wheel,
d
wells or other open cavities.

if
Any indication that the aircraft has been entered, or indication that any item
d
has been placed within the plane or that there has been tampering with any
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part of the plane, should be resolved by a thorough inspection by the

responsible personnel.
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The company of the facility in which the parking area is located should,
through appropriate patrols and inspections, ensure that any foreign items
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on the tarmac are removed to prevent damage to aircraft tyres or ingestion

of harmful material into jet-engines.
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Checks should be conducted systematically by the staff familiar with the

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aircraft wherever possible searches should be conducted by teams

provided with check list and assigned to the specific area of the aircraft. In
view of the possibility that explosive devices or substances may be
camouflaged as aircraft equipment or components, it is important that
checks be made by qualified engineering and/or maintenance personnel.
Details of aircraft security search check list both technical and non-technical
have been formulated as per decisions taken by the Sub-Committee and
issued by the PV.
Chapter 10
Security
PREVENTATIVE SECURITY MEASURE AND TRAINING
Standard Security Measures

Unattended aircraft should be parked in a well-lit area. Doors should be
closed and the stairs and jet ways removed from the aircraft and secured.
All the staff in and around the aircraft in the operational area shall display
identity cards and wear uniform issued to them at all times.
Action - All Departments
Personnel assigned the work on the aircraft should always be alert and
check their areas of work for any suspicious article, baggage or person. In
ed
case, anything adverse is noticed it should be brought to the notice of the
concerned authority.
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in
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It is the duty and responsibility of all the staff working in and around the
aircraft to challenge the presence of any unauthorised person and report it
or
to authorities. In short, unauthorised access to the aircraft should be denied
at all times.
d
de
When aircraft are parked on the apron prior to or after the various checks,
oa
all external doors to be kept locked, step-ladders, hi-lift vehicles etc. should
be removed from the aircraft or immobilised to prevent their being used as
nl
a means of access by unauthorised persons.

Action – Maintenance/ Engineering
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All accessible points should be inspected after an aircraft has been left
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unattended for any period of time whether or not aircraft is due to go on a

scheduled flight.
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Action – Maintenance/ Engineering

d
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All interiors of the aircraft should be searched prior to the boarding of

passengers by engineering and immediately after the deplaning of the
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passengers at the termination point by security at base stations and

commercial/security at outstations.
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Action - Maintenance/Engineering/Commercial/ Security

Suspicious articles should be brought to the attention of the appropriate
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local authority.
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Action - Security/Cabin Crew

All trolleys, containers and cargo hold should be checked for any
unauthorised/suspicious object prior to loading.
Action — Commercial/GSD/Security
All vehicles used for servicing of the departing aircraft should be searched
prior to use if left unattended.
Action – GSD/Engineering
Chapter 10
Security
Pre-Flight Security
CREW BAGGAGE SECURITY
All crew and their baggage shall undergo prescribed security checks as
applicable to normal passengers.
All crew baggage shall carry a special label giving full name and rank of the
crew member to distinguish it as crew baggage.
Crew members must not leave their baggage unattended at all time
specially in hotels outside the room prior to check out.
Crew members must not accept for carriage sealed parcels from third
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parties. Any sealed package belonging to a crew member shall at all times
be carried by the crew member concerned onto the aircraft personally and
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in
shall not be entrusted to any other crew members.
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The individual crew member is responsible for the handling and security of
his personal baggage. Adherence to the following procedures is required:
or
Keep your bags locked when you are not using them.
Maintain security of all your carry-on bag.
d
de
Before leaving hotel, make sure all items in your bags belong to you
and have not been tampered with.
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Keep your bags in view at all times in public areas such as lobbies,
boarding lounges, restaurant, restrooms, hotel or terminal buildings.
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Never accept anything for carriage, including letters or envelopes,

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given by strangers, fellow employees or acquaintances.

Crew shall position their baggage at a stipulated location and ensure that it
d
is correctly tagged, locked, and the flight number indicated. The flight bag
and small hand baggage carried by the crew on their person shall
if
pass through pre-embarkation security check/screening by Airport

d
Security Unit.
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The large-sized crew baggage after security clearance shall be lined up

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near the step ladder of the aircraft for identification by the respective crew
members. The crew baggage which has passed through pre- embarkation
security check by Airport Security Unit
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shall be placed in the cabin and the remaining crew baggage shall be
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loaded in the hold as per procedure laid down by the Commercial

Department. It will be the responsibility of the Movement Control/
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Commercial at outstations to ensure that crew baggage reaches the aircraft

well before departure of the flight.
All Crew shall display the Identity Card while on duty and when moving
about in the Security Area. All crew shall proceed through the stipulated
security check enclosure.
Chapter 10
Security
Passengers And Baggage Security

The following directions shall be followed to ensure security during
operations:
On hopping services, transit passengers will stay on board. Should
they insist on disembarking to visit the terminal building they will be
subjected to personal search again including the search of any
baggage they may carry with them, before being allowed to re-board
the aircraft.
The frisking of passengers will be done by the airport security
police/company‘s security staff.
ed
Only one piece of hand baggage per passenger will be allowed in the
t
cabin. All other baggage will be carried in the hold of the aircraft after
in
being weighed.
pr
Baby carry cots will be allowed in the cabin but will be searched before
being put on board.
or
Where the Police authorities feel it necessary, the passenger may be
asked to open his registered baggage for search.
d
de
Once a passenger and his baggage has been checked, identified and
loaded the passenger is not to be allowed access to any baggage.
oa
Strict accounting of boarding passes, transit cards, checked-in
baggage and hand baggage.
nl
Action - Commercial
ow
All bonafide passengers whether on domestic or international routes will

report for check-in at the counter and after the check- in, the boarding card
d
will be issued to the passenger concerned who will proceed to

security/immigration as the case may be. Further, in the case of VIP/VVIP
if
passengers, the laid down procedure will be followed.

d
Action - Commercial
lle
It will be ensured that only the registered baggage with tags is loaded on
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the departure aircraft and after being identified by the passengers.

Action - Commercial
on
Adequate supervision and surveillance will be maintained at all times in the

baggage make up areas jointly by Commercial and Security *DELETED *
nc
with a view to prevent insertion or loading of any unauthorised object in the

trolley/containers.
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Action - Commercial/Security
The movement of all the containers and baggage trolleys from baggage
make up area to the loading point on to the departure aircraft shall be under
the joint surveillance of responsible staff of Commercial and Security.
*DELETED *.
Chapter 10
Security
Action - Commercial/GSD/Security
It will be ensured that only registered baggage of the passengers traveling
on board is loaded. Baggage of any other passengers who do not travel
must be off- loaded.
Action – Commercial
Passengers intending to carry fire-arms, weapons/ammunition etc. will be
treated as security removed articles and will be carried in the registered
baggage. Necessary instructions such as destination etc. will be notified to
the Station concerned for its subsequent delivery to the bona fide
passenger.
ed
Action – Commercial/Security
t
in
Ensure that cent percent check of the passenger and his hand baggage is
carried out and that only those passengers whose boarding cards have
pr
been security stamped are allowed to emplane.
or
Departure passengers will be transported to the departure aircraft in buses
d
wherever provided. Where such facilities are not available or where
de
deployment of coaches is not considered necessary, the passengers will
be permitted to walk up to the aircraft under strict surveillance.
oa
Ensure that the number of passengers who board the aircraft tallies with
nl
the number of passengers checked- in for the flight. Disembarking transit

ow
passengers will be subjected to necessary check of their person and hand

baggage, before ̳re-boarding‘ the aircraft.
d
if
In case of international routes, bonded items which will be put on board will
d
not be left unattended on ground. Ensure that seals of such bonded items
lle
received on board the aircraft are intact.

Action - Cabin Crew/Catering
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Off-Loading Of Passengers - Handling Of Baggage

on
The Bureau of Civil Aviation Security guidelines are specific, in that, the
baggage, if any, of a gate no show passenger must be off-loaded. This
nc
would mean “No passenger No baggage”. There are no exceptions to this

rule. This is to totally eliminate the remote possibility of the baggage of a
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passenger with ulterior motive feigning illness or intentionally carrying

improper documents or not complying with the Government regulations,
being carried on board the flight.
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Security
Security Precautions
Commercial Department have issued instructions as under :
Only one hand baggage per passenger‖ rule will be strictly enforced
at check-in counter and hand baggage tag issued accordingly.
in the sterile area, no passenger will be allowed to mix with the
passengers except staff authorised by the Duty Manager / Officer who
are directly connected with handling of the flight.
the Airport Manager will ensure that they exercise adequate control in
the selection of staff allocated to work in the operational areas.
ed
Supplementary Standard Measures
t
At all screening points, sign boards will be conspicuously displayed advising
in
passengers/individuals that they will have to undergo pre- embarkation
pr
screening, which is a necessary exercise carried out by the state/union
territory police before he is permitted to enter/board the aircraft. In case of
refusal to undergo the screening exercise, the passenger/individual
or
concerned will be denied access to the aircrafts. In case of VIP/ VVIP
passenger, the laid down procedure will be followed. These sign boards will
d
indicate the following: It is a crime to carry concealed weapons aboard the
de
aircraft. Government Rules require inspection of persons and hand
baggage passing through the inspection points.
oa
A passenger/individual will have to undergo screening:-
nl
before he enters the sterile area

ow
while entering the ground support vehicles

while entering an aerobridge
d
while boarding the aircraft, at step ladder.

if
The sterile area will be appropriately controlled by the police against all
d
unauthorised movement of men and material. Any person who has been
lle
screened and has entered the sterile area but later on exited from it to the
public access area for any reason shall again undergo screening at the time
tro
of re-entry. Necessary inspection will be carried out by the Police authorities

to establish that the sterile area is cleared of the unauthorised persons,
on
dangerous objects etc.

The Police will also ensure that the sterile area will be physically separated
nc
from all others in a manner to prevent or to deter unauthorised entry or

passing of any lethal weapons or dangerous device. In case the presence
U
of the unauthorised person is detected in the sterile area, the entire sterile
area must be vacated and proper search be carried out for any concealed
dangerous article etc. Besides, fresh frisking of all the passengers will be
carried out before they are permitted to enter the departure holding area.
All staff on duty should be specially alert for suspicious passengers. During
all transits, members of the cockpit crew/cabin crew ground staff will
maintain on board necessary supervision over the persons entering the
aircraft and their movements.
Access into the aircraft will be restricted only to those persons whose
Chapter 10
Security
presence is essential and is an operational requirement. With the exception

of the passengers who have undergone search with their hand baggage
before boarding, whoever else enters leaves is liable to necessary search
either by crew member operating the flight or station manager or his
representative or the company security personnel wherever available.
All ground Support vehicles, catering hi-lift, step ladders, buses, etc. should
be subjected to necessary check for any suspicious article/object, which
would endanger safety.
All cargo booked will be subjected to necessary cooling off, examination
either through technical aids or manual methods. Perishable cargo will not
ed
be accepted unless checked.
Only manifested cargo will be loaded on board the aircraft. Mishandled,
t
in
rush or expedite baggage will not be carried unless checked.
Unaccompanied and transit baggage will be carried subject to checks.
pr
Postal mail shall not be carried as per the rules in vogue. Stores department
will ensure that the company stores put on board are sterile.
or
Special vigilance will be exercised when carrying out the final engineering
maintenance external checks. All exterior vulnerable areas should be
d
inspected for suspicious objects. de
In the event of any difficulty being faced in implementation of these
oa
measures, local managers will immediately report to the competent
authorities concerned.
nl
Carriage Of Security Removed Items

ow
For the carriage of security removed items detained by the security/anti-

hijacking personnel from passengers prior to departures, the procedures
d
given below will be followed.

if
Each item will be labeled with a registered baggage label with the
passenger name, seat and destination clearly marked.
d
lle
All items for one destination will be placed in one polythene bag and the
bag will be labeled with the destination ―Baggage identification label
tro
indicating the station of origin.

Transit stations will follow the same procedure using fresh polythene bags
on
for items loaded by them and will not tamper with the bags loaded by the
previous stations.
nc
All the polythene bags will be placed in the special SEC box which will be
U
locked. The keys for the locks are standard and supplied to stations in
duplicate.
A separate telex message will be sent by stations destination wise giving
details of the number of bag(s) number of items in the bag(s). At transit
stations, it will be the responsibility of the traffic staff to check the box if
there are any items for their station irrespective of the fact whether a
message has been received from the previous station or not.
The delivery of the items to the passengers will be processed by traffic staff
as per local requirements. It will be ensured that arms are unloaded before
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Security
acceptance and the ammunition will be carried subject to the IATA laid
down regulations.
Irrespective of the value, adopt precious cargo handling procedure for the
carriage of fire-arms, if any. Any high value cargo, to be sent by H.O.P
(Hand of Pilot) will be against signatures with advance communication to
the station of destination. Minimum handling reduces possible loss due to
damage; minimize exposure to theft as a result of consolidation of cargo.
Manager Cargo will ensure effective implementation of these measures. All
company stores will be examined before they are put on board.
Unlawful Interference
ed
No person shall interface with the Commander or with a member of the
operating crew of an aircraft or temper with the aircraft or its equipment or
t
in
conduct himself in a disorderly manner in an aircraft or with its passengers
or crew.
pr
What Is Unlawful Interference
or
The Tokyo Convention of 1963 (Convention on Offences and certain other
Acts Committed on board Aircraft), defines as illegal interference with
d
international civil aviation, ―acts which, whether or not they are offences,
de
may or do jeopardize the safety of the aircraft or of persons or property
therein or which jeopardize good order and discipline on board.
oa
From the crew‘s perspective, the three major forms of unlawful interference
are
nl
Unruly passenger
ow
Hijacking
d
Bomb threat
if
Classification Of Threats
d
A very useful industry developed tool for determining the seriousness of an

lle
unruly or assaultive-passenger incident and the responses thereby

warranted, is a four-tiered scheme of threat levels. This has permitted the
tro
development of a broadly understood reference that can be used to

describe an ongoing incident in a way that facilitates the understanding of
on
crew and ground personnel as to what level of seriousness the on-board

situation has reached. Thereby ground can anticipate somewhat are crew
nc
response and what the consequent ground supportive response should be.
The levels are :
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Level 1 - Disruptive behavior

Level 2 - Physically abusive behavior
Level 3 - Life-threatening behavior
Level 4- Attempted breach or actual breach of the flight crew compartment.
Unruly/Disruptive (Disorderly) Passengers
GENERAL
Unruly and disruptive passengers can be a threat to security and safety of
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Security
our flights, passengers and personnel. Passengers are considered as

“unruly/disruptive” when they: - Repeatedly refuse to comply with
instructions given by the crew; or- Behave in such a way that causes
discomfort to other passengers or might threaten  flight safety or
constitutes a serious offence.
COMPANY POLICY
Since disorderly or intoxicated behavior on board the airplane conflicts with
NOK’s goal “safety our top priority” and will lower the level of customer
satisfaction felt by other passengers, then:
NOK will not tolerate unruly and disruptive passengers and will follow
ed
the ICAO Conventions on Offences and Acts of Unlawful Interference
or certain other Acts Committed on Board Aircraft;  
t
in
The Company will empower crew members to take responsible steps
pr
to prevent, handle and deal with passengers who have potential for
creating disturbance on board the airplane;  
or
The Company will encourage the police or authorities to prosecute
unruly/disruptive passengers in appropriate cases, especially when
d
any verbal/physical assault is committed on NOK staff;  
de
All NOK crew members and ground staff shall be properly trained to
oa
deal with unruly/disruptive passengers;  
The Company will assist and support crew members who are required
nl
to give witness statements to police or to appear in court after the

ow
case. Such assistance are:  

Time spent on giving statements to police is deemed to be duty-time;
d
 
if
Legal advice is available to crew member called to testify in any court;

d
 
lle
Applicable expenses incurred in court attendance will be absorbed by

the Company;  
tro
Appropriate information shall be given to the travelling public

on
regarding  seriousness and consequences of inappropriate and

unacceptable behavior.  
nc
HANDLING PROCEDURES
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Each unruly/disruptive case is different and requires a unique response.

Therefore, careful judgment in handling the situation is essential to a
solution to the case.
Note: Procedures for handling unruly/disruptive passengers for ground
staff and cabin crew are already published and circulated to all staff
concerned.
BEFORE FLIGHT
During ground staff boarding embarkation, the passenger engaged in
disorderly conduct or apparently intoxicated shall be observed and, if
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Security
necessary, refused for embarkation or off-loaded. If such passenger is to

be off-loaded, the following procedures shall be applied:
If the airplane is on the parking bay, P-i-C, CL or CA shall inform the
ground staff for further action;
If the airplane is maneuvering on ground, the P-i-C shall inform ground
staff via CUT channel and taxi the airplane to the assigned parking
bay;
CL/CC shall complete the Flight Disturbance Incident Report (FDIR).
IN FLIGHT
ed
According to the term “in flight” means at any time from the moment when
all its external doors are closed following embarkation until the moment
t
in
when any such door is opened for disembarkation.
pr
While in flight, the handling of unruly/disruptive passengers is at the
discretion of the P-i-C and in coordination with the Cabin Leader (CL).
or
POLICY FOR ALCOHOL
General conditions of carriage allows for refusal of drunken passengers and
d
NOK will therefore support all crew members who deny boarding to drunken
passengers. de
oa
Crew members should, at the absolute discretion of the P-i-C, remove
alcohol, including the passenger's duty-free item, from drunken passenger.
nl
These items must be returned when the passengers leave the airplane.
ow
WARNING (PASSENGER NOTICE)

Since the behavior of an unruly/disruptive passenger is classified in four
d
general levels, then four levels of warning will be given to passenger who
creates disturbance on board.
if
Level 1 — Disruptive behavior (verbal);

d
Behavioral indicators include but are not limited to:

lle
The use of unacceptable language towards a crew member: swearing

tro
or use of profane language  

Unacceptable behavior towards a crew member: communicating
on
displeasure through voice tone or rude gesture, provoking an

argument or making unreasonable demands (e.g. refusal to give up
nc
on a denied request)  
U
A display of suspicious behavior: e.g. agitated or numb; distant and

unresponsive behavior  
Passenger not following crew instructions or challenging authority  
Violation of a safety regulation  
Level 2 — Physically abusive behavior;
Behavior includes but is not limited to:
(a) Physically abusive behavior towards a crew member: openly or
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Security
aggressively hostile action that includes physical act or contact  

(b) Obscene or lewd behavior towards a crew member: actions of an
overtly sexual, lecherous or lascivious nature  
(c) Verbal threats: threatening a crew member or another passenger with
physical violence or bodily harm on board or while about to board
aircraft, or making threats in an attempt to board aircraft  
(d) Tampering with any emergency or safety equipment on board the
aircraft  
(e) Deliberately damaging any part of the aircraft or any property on board
ed
the  aircraft  
t
Level 3 — Life-threatening behavior (or display of a weapon);
in
Behavioral indicators include but are not limited to, actions creating a fear
pr
of imminent death such as:
or
(a) The threat, display or use of a weapon
(b) Physical or sexual assault with intent to injure (Violent, threatening,
d
intimidating  or disorderly behavior
de
Level 4 — Attempted or actual breach of the flight crew compartment.
An incident which constitutes a security threat and which includes but is
oa
not limited to:
nl
An attempted or unauthorized intrusion into the flight deck  

ow
A credible threat of death or serious bodily injury in an attempt to gain

control of  the aircraft  
d
The display, use or threat to use a weapon to breach the flight deck  
if
Sabotage of or the attempt to sabotage an aircraft  

d
Actions that render the aircraft incapable of flight or that are likely to
lle
endanger  its safety of flight  

tro
Any attempt to unlawfully seize control of the aircraft  

PASSENGER NOTICE
on
Unruly or disruptive passengers should be made aware of the

nc
consequences of their actions and the type of measures that will be taken
to stop the disruptive behavior. Those conditions can be conveyed verbally
U
or in writing and should include as a minimum restricting the unruly

passenger’s alcohol consumption; prohibiting the unruly passenger from
behaving in a manner that might cause concern to other passengers and
crew members; and the passenger’s mandatory compliance with all
directions given to him or her by any member of the crew.
The Passenger Notice cards shall be presented by crew members to
unruly/disruptive passengers while in flight. The notice card is a useful tool
when utilized judiciously and in an informative manner rather than
confrontational manner. The cards call for the person to desist or suffer the
consequences of having the incident referred to the police and face the
Chapter 10
Security
possibility of a fine, arrest, prosecution, or imprisonment.

Serious Passenger Illness, Injury or Death in Flight
Any action must be taken in case of serious illness, injury or death in flight,
to avoid contagion for the other persons on board.
The ill person should be isolated for the comfort and the safety of the ill
person and of the others passengers.
Cabin crew tries to diagnose the illness/injury, takes appropriate
action and reports to the P-i-C.
ed
t
If the condition of a sick passenger or crew member is critical, it is the
in
P-i-C's duty to land at the nearest suitable airport where proper
pr
medical care can be given and to make preparations over the radio
for the care of the sick person e.g. requesting for doctor/ambulance.
or
As long as the ill person is on board, first aid must be given by a cabin
crewmember or competent passengers.
d
The number and location of first aid kits stowed on board the aircraft are
de
specified in the technical equipment checklist. The kit provides equipment
and medicines for first aid use.
oa
The first aid kit may be used repeatedly during flight. Whenever the kit is
opened or used or expired, it will be replaced upon returning to Bangkok.  
nl
ow
Any cabin crew may open the kits. However, cabin leader (CL) shall
always inform the P-i-C to enter a remark, “First aid kit opened”, in the
Flight Deck Log.  
d
The kit shall be closed properly after used.  

if
After using, cabin leader (CL) shall ensure that the form “First aid kit  
d
contents list report’’, available inside the kit, is filled out by the cabin
lle
crew who used the kit. The form shall be left inside the kit after
tro
recorded for airworthiness and restocking purposes.  

If the kit has been used during the flight, cabin leader (CL) of that flight
on
shall check the quantity to ensure that it is not less than the minimum
requirement, shown in the form. If the content in one of first aid kits is
nc
less than the requirement, the overall quantity on the aircraft can be
estimated to cover the minimum requirement.  
U

One medical kit is available in the cabin when the flight time is more than 2
hours, stowed in the locked stowage compartment according to technical
equipment checklist. The cabin leader holds the key of the locked stowage.
The kit provides equipment and medicines to be used only by a medical
doctor or trained nurse, if necessary. The contents list is attached to the
case.
Chapter 10
Security
The medical kit may be use repeatedly during flight. Whenever the kit is
opened or used or expired, it will be replaced upon returning to Bangkok.
The kit may be opened after permission from the P-i-C or the cabin leader.
However, the cabin leader (CL) shall always inform the P-i-C to enter a
remark “Medical kit opened” in the Flight Deck Log.  
The kit shall be closed property after used. After using, cabin leader (CL)
shall ensure that the doctor has entered the forms as follows:  
Medical kit contents report 
The form, available inside the kit, is for recording the quantity of the
ed
contents that have been used. The form shall be left inside the kit after
completion for airworthiness and restocking purposes.  
t
in
Doctor's report 
pr
The forms, available inside the kit, are for a doctor (or a trained nursed who
is responsible for diagnosing the patient) to enter the patient's condition and
or
diagnosis. Each form has carbonized copy, one copy shall be carried by the
patient for further medical care after landing and another shall be kept
d
inside the kit for record keeping purposes.  
de
If the kit has been used during the flight, the cabin leader of that flight shall
oa
check to ensure that the contents in the kit are not less than the minimum
requirement shown in the form. If the content in the kit is less than the
nl
minimum requirement, the Air cabin leader shall inform the P-i-C.
ow
If the condition of a sick passenger or crew member is critical, it is the P-

i-C’s duty to land at the nearest suitable airport where proper medical care
can be given and to make preparations over the radio for the care of the
d
sick person e.g. requesting for doctor/ ambulance. Such a situation can be
if
considered as an "Emergency".
d
If no doctor or nurse available on board, cabin crew will ask the P-i-C to
lle
obtain medical advice via ACARS or Company radio with phone patch
capabilities to suitable hospitals (Refer to LEAP).
tro
Note: Action required in the event of death on board the aircraft is

specified in Passenger Handling Manual.
on
Passenger’s Death in Flight

nc
In the event of a death in flight, the P-i-C must advise through ATC, of the
State's airspace in which the death occurred and also the destination state's
U
authorities, if different, when entering their airspace.

Furthermore, the P-i-C shall immediately report to Station Manager or the
company’s representative via the company channel, as soon as possible.
The information would then be relayed further to the airport authority, police,
customs department, immigration department, public health department,
coroner, and embassy or consulate concerned, etc. at the landing station.
Since the authorities at the designated stations require details including a
written report which should be submitted immediately after landing, then the
P-i-C shall prepare a Voyage Report comprising the following details:
Chapter 10
Security
Full names, nationality, sex, date of birth, address (if available), time
of death, altitude at the time of death (actual and cabin altitudes),
airport of embarkation, and airport of destination;
Name of close relative, friends or attendant accompanying, if any ;
and
Circumstantial details of death.
Retain a copy of the Voyage Report for further submission to Flight
Operation in BKK.
Passenger/ Crew Illness or Injury Report
ed
The Passenger/ Crew Illness or Injury Report Form shall be used either for
the following purpose:
t
in
When passenger becomes seriously ill or injure and requires doctor’s
pr
attention on board during flight;  
When crew member becomes seriously ill or injure during her flight
or
duty and require doctor’s attention.  
d
Report Form   de
The form is available in Cabin Crew Unit on board the aircraft.
oa
Procedure  
nl
Crew who suffers from any illness or injury during his flight duty and
ow
requires doctor’s attention or who assist the doctor’s attention to the

passenger illness during flight shall fill up the details in The Passenger/
Crew Illness Report Form.  
d
if
The completed Passenger/ Crew Illness or Injury Report form, shall be

submitted to CL during flight. Then CL has to report to P-i-C the detail of
d
illness or injury. The P-i-C shall, before landing, inform ground staff or ATC
lle
about the sick person via appropriate means for medical assistance (if
required).  
tro
After landing, the completed Passenger/ Crew Illness or Injury Report form
on
shall be forwarded together with onboard report to OJ to be verified and

distributed to function concerned for further action/ process, e.g., medical
nc
reimbursement, thanking the doctor for his assistance to the patient, etc.  
The report shall be filed at OJ office for 1 year.  
U
Refer to Appendix C
Chapter 10
Security
Hijacking
The existing policy as approved by Government of Thailand will be followed
in case of Hijacking or unlawful interference. For standard operating
procedure to deal with Hijack Contingencies refer to Emergency
Management Manual. Here below is recommendation for flight crew
THREAT OF HIJACKING
If a threat of hijacking is received, the following actions are recommended:
AIRCRAFT ON GROUND
Return to ramp and coordinate actions with the ground staff. Do not inform
the passenger of the reason for returning as this may aggravate a potential
ed
hijacker to take action.
t
AIRBORNE
in
The flight should continue as planned and no action taken which should
pr
provoke a potential hijacker into unpremeditated action. All crewmembers,
including passive crew, should be alerted to keep a close watch on all
or
passengers. No one should be allowed to enter the flight deck without prior
contact via the interphone.
d
CONFIRMED HIJACKING
de
The circumstances of a hijacking shall be so varied that except for the
coded signals noted below, written instructions shall be of little value,
oa
however, certain guidelines may be suggested.
nl
Safety and care of our passengers, crew and aircraft is the primary
objective.  
ow
Out posture is one of passive resistance.  

d
Follow the instructions of the hijacker but insist his demands to be  

if
within the capability of the aircraft and crew regarding range, runway
requirements etc,  
d
lle
Maintain normal ATC communication giving as much information as

possible
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Keep flight deck loudspeakers turned off to avoid confusion.  

on
Transponder
(i) Squawk A7500 as soon as hijacking is evident. 
nc
(ii) The aircraft shall squawk A7700 to indicate that it is threatened

by grave and imminent danger, and required immediate
U
assistance.
Keep passengers in seats with seat belts fastened to avoid
interference.
Have one crew member assigned to communicate with the hijacker.
(i) Use the great slow down and delay  
(ii) Calm the hijacker  
(iii) Become neutral friend  
(iv) Be honest  
Chapter 10
Security
(v) Encourage hijacker to talk  

(vi) Attempt to persuade hijacker to land and allow release of  
passengers  
(vii) No sudden moves explain actions  
(viii) Reduce anxiety  
(ix) Put the blame outside the ACFT  
(x) Try to determine numbers and types of weapon  
(xi) Do not serve alcohol to hijacker  
(xii) Give only what the hijacker asks for.  
Note: Do not negotiate, crewmembers are only message couriers.
ed
AFTER LANDING
t
Every effort shall be taken to care for passengers and crew.
in
Use fuel and mechanical problems to assist in slow down.  
pr
Only when situation becomes extremely dangerous should the  crew
or
attempt to regain control of the situation by violent action.  
POST HIJACK PROCEDURES
d
de
Before press interview request a company press officer. The P-i-C
with approval from COO (Chief Operating Officer), is the one and only
oa
spokesman for the crew.
A full report of the incident shall be sent immediately by means of
nl
Security Incident Report (SIR) form.

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Sabotage / Bomb Threats - General

It is important that all staff develop a “security conscious” approach with
d
respect to the company aircraft and other assets. In case of receipt of call
if
in flight dispatch, the flight dispatcher on duty must try to obtain the
maximum information as per the enclosed form.
d
lle
Threats against an aircraft or a particular flight number are usually received

by the local Civil Aviation Authority, Company or handling agent/airline
tro
office. Sabotage threat calls will be evaluated, by appropriate personnel, as

either genuine or hoax.
on
All bomb/other explosive devices threat warning, if received, should be

treated as genuine. Every attempt should be made to extract maximum
nc
details.
U
Sabotage/Bomb devices can be disguised in many ways. The general

guidelines are:
an obvious device  
a package which fits the description  contained in the threat  
a package which is foreign to its  environment.  
any unclaimed or unusual package found  should be guarded and not
be disturbed.  
Chapter 10
Security
An actual bomb, or a suspicious object that cannot be confirmed as

an explosive device, should be treated as a bomb on board. Flight
Crew are expected to follow specific procedures laid down in.
NOTIFICATION
As soon as possible, the information regarding Bomb Threat should be
conveyed to all concerned ATC Units with maximum possible dues so as
to inform the same to concerned agencies and to provide all necessary co-
operation.
CLASSIFICATIONS OF SABOTAGE/BOMB THREATS
SPECIFIC THREATS
ed
A threat may be classified as specific if it contains the following factors:
t
in
The Airline is identified
pr
A specific flight number is mentioned
Exact date and time stated
or
Origin or destination of flight is given
d
NON-SPECIFIC THREATS
de
A threat may be classified as non specific if it contains the following factors:
(a) The Airline is not identified
oa
(b) The flight is not specified
nl
(c) Neither date nor time is mentioned

ow
(d) The threat is general in nature such as the next flight

departing/arriving has a bomb on board”
d
It is company’s policy that appropriate procedures be immediately

if
implemented for sabotage threats assessed as genuine until it is assessed

that the threat is in fact a hoax, or does not present any further danger.
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The treatment of sabotage threats varies from country to country both with
respect to the handling of the aircraft after landing and in the subsequent
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investigation of the threat by local authorities.

All specific bomb threats will be treated as genuine and the procedures
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prescribed below for dealing with such threats should be followed. Non-
specific threats should be carefully evaluated and the bomb threat
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inspection procedures followed when considered necessary.

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The P-i-C of the aircraft will be advised of the receipt of any genuine threat
against the aircraft. The situation is to be treated as an emergency.
AIRPLANE ON GROUND
(a) If during taxi, taxi back to the parking area follow ground controller
instructions.
(b) Call the cabin leader to the flight deck and advise about the situation
and actions to be taken.
(c) Make PA announcement as given in the captain’s announcement,
explain the situation to the passengers in a calm and reassuring
Chapter 10
Security
manner.
(d) Disembark the passengers in an expeditious and orderly fashion. The
passengers should be advised to bring along their belongings. But in
case of using evacuation slides, their belongings shall be left on
board.
(e) Cabin crew and ground personnel will be responsible for moving
passengers to a safe area (distance of 200 m. from the airplane is
considered safe for unprotected persons).
AIRPLANE IN FLIGHT
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(a) Stop/maintain cabin altitude, then leave the cabin pressure controller
for remainder of the flight.
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(b) Call the cabin leader to the flight deck and advise about the situation
and actions to be taken.
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(c) Obtain clearance and descend to the lowest safe altitude/flight level.
If terrain permitted, equalize pressure inside/outside airplane without
or
increasing cabin altitude.
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(d) Make PA, as given in the captain’s announcement.
(e) Land at the nearest suitable airport. de
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(f) Inform ATC/company of situation for any assistance.
(g) When the airplane is landed, then do as AIRPLANE ON GROUND.
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BOMB SEARCH PROCEDURES

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Guidelines regarding cooling-off period, items to be remived before search,

precaution and how to perform the search are given in Aircraft Search
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Procedure Checklist.(Refer SEM Chapter 8, 8.12 SUBAPPENDICES and

SEM also available onboard)
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A bomb search shoud be carried out in accordance with the Aircraft Security
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Search Checklist by the expert of Bomb Disposal or Explosive Ordnanve

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Disposal.
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When a suspicious article is discovered, the possibility of secondary device

should not be discounted. Do not move the suspicious article until assured
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that the article can be moved.

When unloading and search have benn completed, and no suspicious
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article or incident has been encounterd, the station management shall

release the airplane for operation and notify all functions concerned.
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LEAST RISK BOMB LOCATION (LRBL)

The lethal areas on an aircraft are the cockpit, over wing and tail. A
suspicious article considered to be an explosive may be kept in the least
risk area. Recommended least risk areas are: Near the RH Aft Cabin Door
or location for each aircraft type that specified in the respective FCOM Vol.
1 or Quick Reference Handbook (QRH)
DISSEMINATION OF BOMB THREAT INFORMATION
Whenever any bomb threat call is received in the flight dispatch, the flight
Chapter 10
Security
dispatcher on duty must try to get maximum information from the caller
without getting panic on the situation. For the convenience of flight
dispatcher a proforma is attached herewith “Bomb Threat Form”, which
must also be kept in a file for quick references.
The person receiving the bomb threat will handle the information discreetly
and inform his superior immediately. Further action will be taken as under:
At Main Base
The message should be conveyed to Operations Flight Dispatch
(Movement Control) who in turn will advise the next persons as per EM
instruction immediately :
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At Outstations
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The person receiving Bomb Threat information should convey the same to
the local Manager or his Deputy who will in turn advise the following
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Departments as necessary for further action:
Operations Flight Dispatch / Commander of the flight.
or
Maintenance Manager, Engineering
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Air-Thailand Security.
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Airport authorities / Control Tower / Airport Security.
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The Flight Dispatch/Airport Manager will initiate a discreet message in such
cases to the Director-Operations, Director- Air Safety, and Flight Dispatch
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at main base as under:

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“I have information
XXXX (Bomb Threat) Flt _____/ (Date) ___ A / C ____ AND___ (ACTION
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BEING TAKEN)
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STOP (ORIGINATOR) “
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INSPECTION PROFORMA / RELEASE CERTIFICATE

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The inspection Proforma for Bomb Threat is also used for carrying out
security checks for Special Extra Section flights. The Release Certificate
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will be signed by the respective departments and presented to the

commander for acceptance of the aircraft.
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Copies of inspection Proforma/Release Certificate will be carried in first

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Officer’s briefcase on all flights.

A Bomb Threat is an abnormal situation and all crew members should
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extend their full cooperation in completing the inspection procedures, etc.
ANTI SABOTAGE PRECAUTIONS
Before the passengers board the aircraft, the cabin crew will double check
the passenger cabin area including toilet for the presence of any foreign
object or any unauthorised person. This will be in addition to the check
carried out by airline security personnel.
Commander will ensure complete elimination of access, except for
Engineering / Commercial staff required on board as part of the pre-
Chapter 10
Security
departure activity.
If any suspicious foreign article is found it should be segregated and ATC,
Flight dispatch informed. On receiving this information ATC will inform the
local BCAS unit and flight dispatch, the airline security in-charge. Pending
its identification and classification of the explosive, the local police should
take charge of it and make detailed enquiry. In the absence of an officer of
the Inspectorate of Explosives or Bomb Removal Squad, the senior-most
police officer shall have the authority to removal of the suspected article to
a remote place for putting it in a pit. Necessary care should be taken that
the article does not receive any unnecessary jerks which may result in any
detonation. A detailed description of the article should be noted including
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the writing and what is written should be taken down. Whenever possible,
the article should be photographed from different angles without disturbing
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it. All these operations will be carried out in the presence of Airport Fire
Officer.
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The AAI Directorate in respect of International Airports and Aerodrome
or
Officer in respect of other Civil airports will supervise and coordinate the
handling of suspected article.
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AIRCRAFT SEARCH PROCEDURE CHECKLIST de
Flight crew compartment (Tick when actioned)
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Seat
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Entire floor including area forward of the rudder pedals and beneath
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all seats
Ceiling, side and rear wall
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Pedestal and consoles  

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Windshield  
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All instrument and switch panels  

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All circuit breaker fuse panels  

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Waste Bin  
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Flight Navigation Bag  

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Life Jacket stowage  

Spare lamp stowage  
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Crew oxygen masks stowage  

L/G Pin Box  
General Purpose Receptacles  
Cabin
Seats and stowage under seats  
Overhead stowage bins  
Chapter 10
Security
Floor – DO NOT remove carpet unless there is evidence of a สight

recesses  
Magazine rack  
Attendant seats  
Life jacket stowages  
Inspect internal area  
Emergency door and mechanism  
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All Toilets
Remove soiled and waste materials if not previously removed  
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Remove and inspect containers under the sink  
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Inspect sink and area around sink  
Towel container  
or
Tissue dispenser  
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Toilet seat and lid   de
Mirror and compartment
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Ceiling walls and floor
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Door
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All Galley Complexes

Remove and inspect all drawer surfaces (inner and outer)  
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Open and inspect all panels/compartments 

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All accessible buffet surfaces  

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Waste container  
Ceiling, walls and floor  
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Chapter 10
Security
Security Report Form

Refer to passenger notice form
Procedure
Inform P-i-C before issuing the card. It is recommended that the seatbelt
sign be turned on so that all passengers are seated when issuing the
notification warning card. Remember that an act of unruly/disruptive
behavior could be a diversion for an accomplice to action a more serious
act of unlawful interference. It is also good practice to request another cabin
crew member or airline employee (deadheading or on staff travel) to
witness the issuance of the notice card. If the passenger is unable to read
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the card (e.g. due to illiteracy, agitation or intoxication) a cabin crew
member can read the card to the passenger.
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The report shall be filed at OJ office for 1years.
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Onboard Safety and Security Report
The form is handled by CL for the purpose of giving information on onboard
or
safety and security situation occur. It is another way shall be used as
evidence report to a police in case of illegal behavior of passenger. The
d
report must be acknowledge and signed by the P-i-C. The form is available
in Cabin Crew Unit.
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Procedure
Complete the form in all required sections and describe the detail of
nl
incident. Be noted that many cases brought to court are lost or withdrawn
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because of insufficient evidence, fill in the report as clearly as possible from

the beginning until the end of the incident and as soon as it happened.
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The report shall be filed at OJ office for 3 years.

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Onboard Report and Onboard Supervisory Report

d
After the completion of each flight duty, CL and Onboard Supervisor

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responsible to complete Onboard Report/ Onboard Supervisory Report to

record the detail and all incidents occur during each particular flight.
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Report Form
The form is available at Onboard Experience Operations office.
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Procedure
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CL and Onboard Supervisor complete the form right after the completion of
each flight duty and submit at Onboard Experience Operations office.
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The report shall be filed at OJ office for 3 months.
Chapter 10
Security
Rescue and Fire Fighting Service (RFFS)

The company shall ensure that a flight will not be commenced unless
it has been ascertained by every reasonable means available that the
ground and/or water facilities available and directly required on such
flight, for the safe operation of aircraft and the protection of the
passengers, are adequate for the type of operation under which the
flight is to be conducted and are adequately operated for this purpose .
The company shall ensure that any inadequacy of facilities observed
in the course of operations is reported to the authority responsible for
them, without undue delay.
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The company shall, as part of its safety management system, assess
the level of rescue and firefighting serviceRFFS )protection available
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in
at any aerodrome intended to be specified in the operational flight plan
in order to ensure that an acceptable level of protection) is available
pr
for the aeroplane intended to be used.
or
Information related to the level of RFFS protection that is deemed
acceptable by the operator shall be contained in the operations
manual after acceptance by the CAAT .
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The operator of an aeroplane shall, as part of its safety management
system, assess the level of rescue and firefighting service (RFFS)
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protection available at aerodrome(s) specified in the operational flight
plan to ensure that an acceptable level of protection is available for
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the aeroplane intended to be used.

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Information related to the level of RFFS protection that is deemed

acceptable by the operator shall be contained in the operations
manual OM-A 8.1.
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if
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lle
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Chapter 10
Security
t ed
in
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or
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Intentionally
Blank
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if
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Chapter 11
Accidents, Incidents and Occurrences
11 ACCIDENTS, INCIDENTS AND OCCURRENCES

DEFINITION OF ACCIDENT, INCIDENT AND COCCURANCE
Accident Definition
An accident refers to an occurrence associated with the operation of an
airplane which takes place between the time any person boards the
airplane with the intention of flying until the time when all persons have
disembarked, in which:
A person is fatally or seriously injured as a result of:
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(i) Being in the airplane; or
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(ii) Direct contact with any part of the airplane, including parts
in
which have become detached from the airplane; or
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(iii) Direct exposure to jet blast; except when the injuries are from
natural causes, self-inflicted or inflicted by other persons, or
or
when the injuries are to stowaways hiding outside the areas
normally available to the passengers and crew; or
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The airplane sustains damage or structural failure which:
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(i) Adversely affects the structural strength, performance or flight
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characteristics of the airplane; and
(ii) Would normally require major repair or replacement of the
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affected component; except for engine failure or damage, when

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the damage is limited to the engine, its cowlings or

accessories; or for damage limited to propellers, wingtips,
antennas, tires, brakes, fairings, small dents or puncture holes
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in the airplane skin; or

if
The airplane is missing or is completely inaccessible.

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Notes:
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1. For statistical uniformity only, ICAO classifies an injury resulting in

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death within 30 days of the date of the accident as a fatal injury.

2. An airplane is considered to be missing when the official search
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has been terminated and the wreckage has not been located.
3. Serious injury, in relation to a person, means an injury which:
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(i) Requires hospitalization for a period of more than 48 hours,

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such period commencing within 7 days from the date of the

injury;
(ii) Results in a fracture of any bone other than a simple fracture of
any finger, toe or the nose;
(iii) Involves lacerations which cause severe haemorrhage, nerve,
muscle or tendon damage;
(iv) Involves injury to any internal organ;
Chapter 11
(v) Involves second or third degree burns or any burns affecting

more than 5% of the  surface of the body; or
(vi) Involves verified exposure to infectious substances or injurious
radiation.
Incident Definition
An incident refers to an occurrence, other than an accident, associated
with the operation of the airplane which affects or could affect the safety of
operation.
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Serious incident
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Serious incident refers to an incident involving circumstances
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indicating that an accident nearly occurred.
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Notes:
1. The difference between an accident and a serious incident lies only in
or
the result.
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2. Examples of serious incidents can be found in the ICAO
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Accident/Incident Investigation in Attachment C of Annex 13, which are
extracted below.
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Examples of serious incidents
The incidents listed are typical examples of incidents that are likely to be
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serious incidents. The list is not exhaustive and only serves as guidance
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to the definition of serious incident.

(i) Near collisions requiring an avoidance manoeuvre to avoid a
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collision or an unsafe situation or when an avoidance action

would have been appropriate.
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(ii) Controlled flight into terrain only marginally avoided.

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(iii) Aborted take-off on a closed or engaged runway.

(iv) Take-off from a closed or engaged runway with marginal
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separation from obstacle(s).

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(v) Landings or attempted landings on a closed or engaged

runway.
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(vi) Gross failures to achieve predicted performance during take-off

or initial climb.
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(vii) Fires and smoke in the passenger compartment, in cargo

compartments or engine fires, even though such fires were
extinguished by the use of extinguishing agents.
(viii) Events requiring the emergency use of oxygen by the flight
crew.
(ix) Airplane structural failures or engine disintegration not
classified as an accident.
Chapter 11
(x) Multiple malfunctions of one or more airplane systems seriously

affecting the operation of the airplane.
(xi) Flight crew incapacitation in flight.
(xii) Fuel quantity requiring the declaration of an emergency by the
pilot.
(xiii) Take-off or landing incidents. Incidents such as undershooting,
overrunning or running off the side of runways.
(xiv) System failures, weather phenomena, operations outside the
approved flight envelope or other occurrences which could
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have caused difficulties controlling the airplane.
(xv) Failures of more than one system in a redundancy system
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mandatory for flight guidance and navigation.
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Occurrences Definition
The Company employees shall not make any statement to persons
or
outside the company regarding accidents or occurrences involving
airplanes operated by the company. The publication of this information in
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respect of accidents is the responsibility of the President or his authorized
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deputy, and in respect of occurrences is the responsibility of V.P.
Operations. Any breach of this confidentiality can lead to suspension from
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duties or, in serious cases, instant dismissal
The significant occurrences, remarked as Type of event below, shall be
nl
reported immediately by using the fastest possible means (e.g. telephone,

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fax, telex, e-mail) of whatever details are available at that time. It is

recommended that the P-i-C should inform their Chief Pilot verbally as
soon as possible after an occurrence, or after any other event that has the
d
potential to attract any media attention.

if
Any occurrence that has been reported through the ASR does not have to
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be taken up in the Voyage Report.

lle
If doubt exists on whether an occurrence is an accident or an incident, it

should be reported to the Safety Manager who will decide on its
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classification.
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The Safety Manager shall ensure, to the extent possible, in the event the
aircraft becomes involved in an accident or incident, the preservation of all
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related flight recorder records and, if necessary, the associated flight

recorders, and their retention in safe custody pending their disposition as
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determined in accordance with Annex 13. Flight recorder means flight

data recorder and/or cockpit voice recorder, where applicable.
To preserve flight recorder records, flight recorders shall be de-activated
upon completion of flight time following an accident or incident. The flight
recorders shall not be re-activated before their disposition as determined
by the investigation authority and in accordance with the ICAO standards.
Documentation concerning parameter allocation, conversion equations,
periodic calibration and other serviceability/maintenance information of the
flight data recorder should be maintained by the company. The
Chapter 11
documentation must be sufficient to ensure that accident investigation

authorities have the necessary information to read the data in engineering
units.
List of Reportable Occurrences (As per CAAT – State of Compliance
– Appendix Q)
All accidents as defined by the ICAO Standard and
Incidents of the following nature:
(i) Near collisions;
(ii) Incidents occurring during critical phases of flight such as
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take-off or landing that may have high potential of causing
accidents, including for example undershoots, overruns,
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incursions, excursions, and take-offs and landings or
in
attempted take-offs and landings on a closed or engaged
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runway;
(iii) Controlled Flight Into Terrain (CFIT) only marginally avoided;
or
(iv) Difficulties in controlling the aircraft, for example due to
weather phenomena or operations outside the approved
flight envelope;
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(v) Flight crew incapacitation (including Human Factors issues,
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for example loss of situational awareness or spatial
disorientation);
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(vi) Evacuation of crew and/or passengers;
(vii) Use of fire extinguishing or suppression agents;
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(viii) Fire and smoke events, including those where the fires were
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extinguished;
(ix) Events requiring the emergency use of oxygen;
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(x) Gross failures to achieve predicted performance during take-

off or initial climb;
if
(xi) Declaration of emergency (PAN or MAYDAY);

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(xii) Failure of or significant damage to aircraft primary structure

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(i.e. airframe failure) or disintegration of any internal or

external part of the engine not classified as an accident;
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(xiii) Failure of more than one system in a multiple-redundancy

system required for flight guidance and navigation, not being
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circumstances permitted under the Minimum Equipment List;

(xiv) Violation of national safety legislation or requirements,
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including for example the

(xv) Thailand Regulatory Requirement, AOCR and
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CAATRegulations;
(xvi) Air turn-backs;
(xvii) Diversions;
(xviii) Rejected take-offs;
(xix) Significant safety and security related events, including for
example bomb threats,hijack or similar events; security
breaches; stowaways; and severe turbulence.
(xx) Circumstances requiring a manoeuvre to avoid collision with
another aircraft, including for example activation of Traffic
Collision Avoidance System (TCAS)
Chapter 11
(xxi) Resolution Advisory (RA);

(xxii) Activation of Enhanced Ground Proximity Warning System
(EGPWS);
(xxiii) Shutdown of an engine in flight for any reason;
(xxiv) Confirmed hard landings;
(xxv) Wind shear requiring pilot to initiate recovery action;
(xxvi) Activation of stall warning or stick shaker;
(xxvii) ATC-related events, including for example poor
communication, lost communication, and misinterpretation of
information or instructions by flight crew;
(xxviii) Unintentional deviation of airspeed, intended track or altitude
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that result in the activation of a deviation notification;
(xxix) Lightning strikes;
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(xxx) Bird strikes;
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(xxxi) Cabin crew incapacitation that renders him or her unable to
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perform critical safety duties;
(xxxii) Abnormal aircraft or engine vibration;
or
(xxxiii) Blown tire or wheel failure;
(xxxiv) Damage to aircraft by foreign objects;
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(xxxv) Use of incorrect or contaminated fuel, oil or other fluid;
(xxxvi) Under fuelling;
(xxxvii) Loading or load sheet errors;
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(xxxviii) Significant spillage or leakage of oil, fuel or other fluid;
(xxxix) Spillage, leakage or any event related to the transport of
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dangerous goods;
(xl) Carriage of dangerous goods in a manner that does not
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conform with the provisions of Annex 18 to the Convention

on International Civil Aviation and its TechnicalInstructions;
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and
(xli) Any other occurrence that endangers or may endanger the
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operation of an aircraft, or which causes or may cause a

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danger to persons or property.

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Note: The list of reportable maintenance related-occurrences are

contained in Chapter 4.9 of the CAAT Airworthiness Requirements.
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In the case of an occurrence classified as an accident, the P-i-C

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shall immediately notify OP who shall notify relevant authorities

according to procedure published in NOK EM.
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Chapter 11
OCCURRENCE REPORTING
The purpose of the Flight Occurrence Report System is to keep the

Company and the Authorities properly informed of occurrences in the daily
operation, and ultimately provide inputs for the accident and incident
prevention activities within the Company.
Occurrence Reporting is defined as any incident, fault, malfunction,
deviation, condition, finding or technical defect that endangers or could
endanger the safe operation of the airplane or its occupants or which
could lead to an unsafe condition in the airplane.
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The sole objective of occurrence reporting is the prevention of accidents
and serious incidents and not to attribute blame or liability.
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Experience has shown that often before an accident occurs, a number of
incidents and numerous other deficiencies have shown the existence of
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safety hazards. If these deficiencies and hazards had been identified,
analyzed and acted on, an accident could have been prevented.
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Air Safety Report (ASR)
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Occurrences that related flight safety shall be reported by means of Air
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Safety Report (ASR) for as soon as possible and no later than 24 hours.
Authorities to be notified:
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Authority in state of occurrence;
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Authority in state of registry (CAAT of Thailand)

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Contents of notification
The notification shall consist of the following data:
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Airplane registration and type;

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Time of occurrence;
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Position of occurrence; 
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Operator;
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P-i-C and contact details;

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Number of persons on board, fatalities and persons injured;

Presence and description of dangerous goods on board;
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Other damages.
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Safety Manager shall, upon becoming aware of any incident listed in

paragraph “List of Reportable Occurance” and notify the Authority
immediately through the most expeditious means available.
Safety Manager shall upon becoming aware of an accident, or possible
accident, involving an aircraft operated by the company, notify the
Authority immediately through Technical Department, TQ.
The company shall also submit a formal written notification to the
Authority within time frame as indicated in OM-A 11.3.
Chapter 11
Safety Manager should aim to provide all available and accurate

information in the initial report, however the company should not delay the
initial notification because of incomplete information. Follow-up reports
should be provided as more information becomes available. Prompt
advice to the Authority on the results of investigations and the actions
taken to control the situation will minimise or may render unnecessary
direct CAATinvolvement in the investigative activity
All formal written notifications shall be made to CAAT or in any other
manner acceptable to the Authority.
Civil Aviation Authority of Thailand (CAAT)
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333/103 Moo4, Laksi Plaza Building,Tower 2 Floor 7,9,12 Cheang
Wattana Rd., Tarat Bang Khen, Laksi, Bangkok, Thailand 10210
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Website : www.caat.or.th , Tel : 02 568 8838
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Crew Responsibility
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It is the responsibility of the P-i-C to submit an ASR as specified
above. In case an occurrence takes place on or in the vicinity of an
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airport and the P-i-C anticipates that the authorities might require
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crew attendance at the investigation, contact shall be made with that
authority via the company agent to obtain directives, as to the
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necessity of the crew remaining available.
The occurrences classified as accident, serious incidents, or incident
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and significant occurrences, remarked as “CALL”, shall be reported

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immediately by Calling to the relevant functions prescribed in Office

routine below. It is recommended that the P-i-C should inform their
Chief Pilot verbally as soon as possible after an occurrence
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requiring.
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Any occurrence that has been reported through the ASR does not
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have to be taken up in the Voyage Report

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The P-i-C shall notify the nearest Authority by the quickest available
means of any accident or serious incident resulting in injury, death,
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or substantial airplane damage.

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The P-i-C shall notify the appropriate local Authority without delay in
the event of any emergency situation that necessitated action in
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violation of local regulations and/or procedures.  

When the circumstances are such that valuable observations,
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relevant to the incident, may have been made by other members of

the crew, the P-i-C is responsible for collecting such additional
information, e.g. by requesting written accounts from the crew
members concerned. It is important for the subsequent investigation
that such accounts are written down as soon as possible after the
incident and, if possible, be forwarded together with the Air Safety
Report.
Chapter 11
Report Form
The Company's reporting system shall be used to report all
incidents/occurrences, technical defects and operational
deficiencies, etc., to the departments concerned, and also to satisfy
CAAT requirement for immediate information on significant
occurrences.
Furthermore, the reporting system shall be used in order to bring to
the attention of the departments concerned, such information and
suggestions that the flight personnel deems it advantageous for the
improvement of the Company's operations in general. It is the
ed
responsibility of P-i-C to submit the appropriate report within the time
limit. All reports shall be clearly written in Thai or English. It must be
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kept in mind that many of these reports are official documents and
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their forms and wordings should therefore, be suitable for such
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documents.
In addition, NOK has established a voluntary incident reporting
or
system and adjust their laws, regulations and policies so that the
voluntary program:
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(i) Facilitates the collection of information that may not be captured
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by a mandatory incident reporting system;
(ii) Is non-punitive; and
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(iii) Affords protection to the sources of the information.
(iv) When ASR is written due to airplane technical, information shall
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be entered in the complaint part in the Technical Log, e.g.

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"INFO; SR WILL BE SUBMITTED". If the SR shall be submitted

due to an airplane deficiency also the Report box shall be
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circled.
The Company's reporting system shall be used to report all
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incidents/occurrences, technical defects and operational

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deficiencies, etc., to the departments concerned, and also to satisfy

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CAAT requirement for immediate information on significant

occurrences. As per CAAT – State of Compliance – Appendix Q, the
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company is required to report occurrences to the Chief Executive.

The mandatory reporting system is an essential element of the
Authority’s overall safety oversight function. The objective of
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mandatory reporting is to gather information to analyse and monitor

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the health of the aviation safety system.

Completion
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ASR shall be submitted within 24 hours to Safety Manager via

Dispatch on duty for further processing to OK, PV and TQ. The
Safety Manager is responsible for handling of Air Safety Reports and
shall be further distributed to OS, OM, OK, and all concerns.
The original report shall be filed at Safety Department for 3 years
Chapter 11
Voyage Report (VR)

Purpose
The Voyage Report (VR) shall be used to submit information on
operational matters not covered by the Air Safety Report (ASR).
The occurrences, which have been reported through those channels,
should normally not be reported in a Voyage Report, except if the P-i-
C finds it appropriate to elaborate on the incident via this channel. It
should be realized, however, that a Voyage Report is an official
document, which may be distributed also to the authorities upon
request.
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Reportable items
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The Voyage Report should be considered as a direct link from the P-
i-C to Flight Operations. Therefore, he is free to include items
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according to his judgment.
Following matters are to be reported in the Voyage Report:
or
(i) Delay in departure in excess of 15 minutes.
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(ii) Events and observations concerning the efficient and rational
completion of a flight. de
(iii) Information and suggestions, which the P-i-C deems are
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advantageous for Flight Operations in general.
(iv) Random inspection by any authorities during ground stops at
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intermediate airport/destination.
(v) Death of passenger/crew member.
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(vi) Injury or serious illness suffered by any passenger or crew

member, Passenger/Crew Illness Report, shall also be
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submitted. (Full name and address of doctors/nurses or any

person who gives assistance on board is required for writing to
if
thank them for their assistance.)

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(vii) Request for baggage identification due to missing passenger.

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(viii) Lack in security arrangements.

Note: The P-i-C shall also report by radio to the next point of
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landing, in case of death, injury or serious illness.

Report form
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The Voyage Report form shall be used. This VR form is designed for
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the convenience in writing Voyage Report. P-i-C could choose the

subject matters from those already listed on page 1 and give
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additional descriptions/suggestions (in English), if desired. If the P-i-

C requires action or only for information on any subject matter, he
could mark it on the VR form in the columns provided.
OK shall maintain stock to supply to responsible for checking that a
sufficient stock of blank report forms is available on board the aircraft
prior to departure.
Completion
The Voyage Report shall be written without delay, and dispatched
within 3 days after flight by the quickest possible means to OK by
Chapter 11
writing.
With the P-i-C's consent, other crew members may submit a report
or include remarks, information, or suggestions in the Voyage
Report. Such report or entries shall be signed by the P- i-C with the
crew member's name in brackets.
Office routine
OK, is responsible for handling all Voyage Reports according to the
established procedures.
All Voyage Reports will be given the following standard distribution:
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OS, OM, OK, and other function that concern and the P-i-C
originating the report.
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In addition to the standard distribution, the report is distributed for
action/information to various functions concerned within the
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Company, depending on reported matter. Reports containing matters
of strictly confidential nature will be given an appropriate limited
or
distribution.
Some reported items may be allotted to departments concerned with
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a "Action" request. The requested answers shall be sent to OK, who
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will make further distribution to the standard distribution as stated
above and the functions concerned which were mentioned in the VR.
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The original VR, the distributed copy and each answer shall be filed
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at OK office for 3 years.

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CAT II Unsatisfactory Autoland Report

Purpose
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The CAT II Unsatisfactory Autoland Report shall be used to detect

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undesirable trends for CAT II operations before they become

hazardous.
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Report form
The CAT II Unsatisfactory Autoland Report form, available in
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theCaptain Report Folder (CRF) on board the aircraft, shall be used.

OD shall maintain stock to supply to OV is responsible for checking
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that report forms are available on board the aircraft prior to departure.
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Completion
The report shall be filled in, in addition to the Flight Deck Log entry
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and Autoland Records form in FFF, after an unsatisfactory CAT II

approach. The actual approach type shall always be stated in order to
get correct statistics.
The following shall always be documented: Date, Time, Flight number,
ACFT type, ACFT registration, P-i-C’s name, Personnel number,
Airport, Runway, Weather condition, Surface wind, Clearance
received for CAT II approach and Actual approach type (CAT II).
Unsatisfactory approach reason should be identified by checking one
of the listed box items, i.e. Automatic system disconnect, Procedure
Chapter 11
related, Ground facilities, ILS interference, ACFT equipment failure,

ATC related and other reasons. If none of the listed item is application,
state the reason in the Remarks box.
Autoland touchdown zone is 275 m (900 ft) to 732 m (2,400 ft) down
the runway and within 8 m (27 ft) of the centerline during rollout. If
aircraft lands outside this area, record approximate area of touchdown
point with “X”, including aircraft path during rollout, on runway
depiction.
Dispatch
The CAT II Unsatisfactory Autoland Report shall be completed
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withoutdelay after landing. Dispatch the report by by-hand direct to OK
for further investigation with OM and all concerned.
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Office routine
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Same with VR report OM-A 11.2.2.e)
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Chapter 11
ACCIDENT OR SERIOUS INCIDENT REPORTING
A P-i-C shall report the appropriate ATC facility without delay (by Radio)
of any accident or serious incident occurring while he was responsible for
the flight. In the event that the P-i-C is incapable of providing such
notification, this task shall be undertaken by any other member of the
crew if they are able to do so, note being taken of the succession of
command specified by the company. In the event of an accident or
serious incident resulting in injury, death or substantial aircraft damage,
the P-i-C must notify the nearest authority by the quickest available
means of any accident or serious incident resulting in injury, death or
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substantial aircraft damage
The P-i-C shall report to the Director of Flight Operation by using “AIR
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SAFERY Report” Form.
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The TQ or Safety Manager shall submit a report to the Authority within
time frame as per State of Compliance – Appendix Q The “Air Safety
or
Report (ASR)” will be used. Refer to listed in paragraph “List of
Reportable Occurance”, report shall submit
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(i) Item (b)(1) to 2.1(b)(18) above, notify the Authority immediately
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through the most expeditious means available. The company
shall also submit a formal written notification to the Authority
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within 24 hours following the completion of the affected flight;
except that for incidents listed in 2.1(b)(15) to 2.1(b)(18), the
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written notification may be submitted within 3 working days

following the completion of the affected flight, unless as
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advised otherwise by the Authority

(ii) Item 2.1(b)(19) to 2.1(b)(40) above, submit a formal written
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notification to the Authority within 3 working days following the

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completion of the affected flight. Notwithstanding this, if the

occurrence is judged to have a high safety consequence, the
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company should endeavour to notify the Authority as soon as

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practicable
Accident—Action to be Taken
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When it has been established that an Accident has occurred involving an

airplane operated by the Company, the Flight Operation Control or Station
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Manager by the quickest means available report to VP Operations and/or

Director Flight Operations for further action.
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ACCIDENT PHASE
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Uncertainty phase when:

(i) No communication has been received from an airplane within a
period of thirty minutes after the time a communication should
have been received, or from the time an unsuccessful attempt
to establish communication with such airplane was first made,
whichever is the earlier, or
(ii) An airplane fails to arrive within 30 minutes of the estimated time
of arrival last notified to or estimated by air traffic services units,
whichever is the later, except when no doubt exists as to the
safety of the airplane and its occupants.
Chapter 11
Alert phase when:

(i) Following the uncertainty phase, subsequent attempts to
establish communication with the airplane or inquiries to other
relevant sources have failed to reveal any news of the airplane,
or
(ii) In airplane has been cleared to land and fails to land within 5
minutes of the estimated time of landing and communication
has not been reestablished with the airplane, or
(iii) Information has been received which indicates that the operating
efficiency of the airplane has been impaired, but not to the
extent that a forced landing is likely, except when evidence
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exists that would allay apprehension as to the safety of the
airplane and its occupants.
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Distress phase when:
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(i) Following the alert phase further unsuccessful attempts to
establish communication with the airplane and more
or
widespread unsuccessful inquiries point to the probability that
the airplane is in distress, or
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(ii) The fuel on board is considered to be exhausted, or to be
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insufficient to enable the airplane to reach safety, or
(iii) Information is received which indicates that the operating
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efficiency of the airplane has been impaired to the extent that a
forced landing is likely, or
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(iv) Information is received or it is reasonable certain that the

airplane is about to make or has made a forced landing, except
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when there is reasonable certainty that the airplane and its

occupants are not threatened by grave and imminent danger
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and do not require immediate assistance.

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INCIDENT PHASE
In the event of an operational emergency, the Station Manager at the
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Incident Airport shall take the following action:

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Uncertainty Phase
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(i) Advice the Flight Operations Control (Dispatcher on Duty) of

the situation;
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(ii) Confirm from the ATC authority that the uncertainty phase is in
operation, and gather the latest information;
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(iii) Confirm that appropriate action is being taken to establish

communication with the airplane;
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(iv) Review the progress of the flight from the messages and
position reports received at the time of the last communication
and try to estimate the airplane’s present position, and
anticipate its future progress in the light of the latest known
conditions;
(v) Assemble all data on alternate and emergency airports and en
route facilities that may have to be used;
(vi) Prepare a detailed list of: the emergency and survival
equipment carried on the airplane, the types and frequencies of
the survival radio equipment carried on the airplane (including
Chapter 11
any emergency locator beacons), and any other information

ATC requires or is likely to require regarding the flight;
(vii) Maintain close liaison with all appropriate ATC authorities until
the phase has terminated.
Alert Phase
Follow through on any actions from “Uncertainty Phase” and:
(i) Ensure that all information required by rescue co-ordination
centre authorities and by ATC authorities has been assembled
and passed to those authorities;
(ii) Maintain continuous liaison with the local ATC authority;
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(iii) If possible, keep an open line to the control tower in order to
maintain direct liaison with ATC.
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in
Distress phase
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Confirm with ATC that all steps have been taken to alert and advice
the Rescue Co-ordination Centre and Police.
or
(i) Advise CAAT of the situation.
(ii) Advise the local (or nearest to the expected position of the
d
aircraft) CAA and Company Management of the situation.
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Call for decision to activate Crisis Management Team (CMT) (See
Emergency Manual). When the CMT is activated it will take over
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management of the situation. Flight Operation Control should stand-by to
supply any advice or information called for by CMT, ATC and rescue co-
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ordination centre authorities

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Safety Manager is responsible for reporting to the CAAT of any

occurrences that are identified in OM-A 11.1. The report must be made as
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soon as an occurrence or condition is identified whether an Air Safety

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Report has been received or not and in any case within 72 hours of the
occurrence or becoming aware of the occurrence.
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As some reportable occurrences are the responsibility of maintenance to

report, coordination with Maintenance Control may be necessary to
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determine who shall make the report.

Note: Use OM-A 11.2 as a reference to what is reportable. Where an
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occurrence is judged to have resulted in an immediate and particularly

significant hazard the report should be made using the fastest possible
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means (e.g. telephone, fax, telex, e-mail) of whatever details are available
at that time
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Chapter 11
NOTIFICATION TO ATC OR OTHER AGENCIES
Notification to ATC
When a P-i-C observes that either another aircraft or a surface craft is in
distress, the pilot shall, if possible and unless considered unreasonable or
unnecessary:
Keep the aircraft in distress in sight until compelled to leave the scene or
advised by the rescue coordination center that it is no longer necessary;
Determine the position of the aircraft in distress;
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As appropriate, report to the Air Traffic Services unit as much of the
following information as possible:
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(i) type of aircraft in distress, its identification and condition;
(ii)its position;
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(iii)
time of observation;
(iv)number of persons observed;
or
(v) whether persons have been seen to abandon the aircraft in
distress;
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(vi) on-scene weather conditions;
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(vii) apparent physical condition of survivors;
(viii) apparent best ground access route to the distress site, and;
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(ix) Act as instructed by the Air Traffic Services unit.
Notification to Authority
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The P-i-C shall notify the nearest Authority by the quickest available
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means of any accident or serious incident resulting in injury, death, or

substantial airplane damage.
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The P-i-C shall notify the appropriate local Authority without delay in the
event of any emergency situation that necessitated action in violation of
if
local regulations and/or procedures.

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Chapter 11
SUBMITTING WRITTEN REPORT
Refer to each repective report as per OM-A 11.2
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Chapter 11
PRESERVATION OF RECORDINGS FOLLOWING A

REPORTABLE EVENT
Refer to each repective report as per OM-A 11.2
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Chapter 11
PROCESS TO INFORM PILOT-IN-COMMAND.
It is incumbent on the Commander to comply with Laws, Regulations and

Procedures of the State in which the aircraft is flown including overflying
countries. This includes complying with all Health, Custom and
Immigration laws in force. He/she shall ensure that no crew violates any of
these laws and no contraband or unauthorised articles are placed
anywhere on board an aircraft. If an emergency situation arises which
endangers the safety of the aircraft or personnel and necessitates taking
of action which involves violation of local regulation or procedures, the
Commander shall notify the appropriate local authority without delay.
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This is also mean that the Management shall ensure, in the event of an
emergency situation that endangers the safety of the aircraft or persons,
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and which becomes first known to Flight Dispatch, that the Flight
Dispatcher is assigned responsibility for implementation of action :
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initiation of emergency procedures, as outlined in the Emergency
or
Manual (EM);
notification to the appropriate authorities, without delay, of the nature
d
of the situation;
a request for assistance, if required.
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Chapter 11
PILOTS-IN-COMMAND OBSERVING ACCIDENT
Incident Reporting Procedure

When a pilot-in-command observes that either another aircraft or a
surface craft is in distress,the pilot shall, if possible and unless
considered unreasonable or unnecessary:
(i) Keep the craft in distress in sight until compelled to leave the
scene or advised by the rescue coordination centre that it is no
longer necessary;
(ii) Determine the position of the craft in distress;
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(iii) As appropriate, report to the rescue coordination centre or air
traffic services unit as much of the following information as
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possible.
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 type of craft in distress, its identification and condition;
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 its position, expressed in geographical co-ordinates or in
distance and true bearing from a distinctive landmark or
or
from a radio navigation aid;
 time of observation expressed in hours and minutes UTC;
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 number of persons observed;
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 whether persons have been seen to abandon the craft in
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distress;
 on-scene weather conditions;
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 apparent physical condition of survivors;

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 apparent best ground access route to the distress site; and

(iv) Act as instructed by the rescue co-ordination center or the air
d
traffic services unit.

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If the first aircraft to reach the scene of an accident is not a search and
d
rescue aircraft it shall take charge of on-scene activities of all other

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aircraft subsequently arriving until the first search and rescue aircraft
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reaches the scene of the accident. If, in the meantime, such aircraft is
unable to establish communication with the appropriate rescue co-
ordination center or air traffic services unit, it shall, by mutual
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agreement, hand over to an aircraft capable of establishing and

maintaining such communications until the arrival of the first search
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and rescue aircraft.

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When it is necessary for an aircraft to direct a surface craft to the place

where an aircraft or surface craft is in distress, the aircraft shall do so
by transmitting precise instructions by any means at its disposal. If no
radio communication can be established the aircraft shall use the
appropriate visual signal.
When it is necessary for an aircraft to convey information to survivors

or surface rescue units, and two-way communication is not available,
Chapter 11
it shall, if practicable, drop communication equipment that would

enable direct contact to be established, or convey the information by
dropping a hard copy message.
When a ground signal has been displayed, the aircraft shall indicate
whether the signal has been understood or not by the means
described in (d) or, if this is not practicable, by use of the appropriate
visual signal.
Airprox Proforma
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The P-i-C will read the instructions and fill in the Air Traffic Incident Report
(Airprox) Form as given in Appendix 4 of ICAO DOC 4444-Rules of the Air
t
and Air Traffic Services, whenever safety of aircraft is involved. The
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information generally required is
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Airline, Aircraft identification and type
Date and Time of Incident
or
Type of Airspace (STA, CTR, ADR, FIR)
d
Phase of flight (climb, level, descent holding App/landing).
Position at the time of incident.
de
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Flight Conditions.
Under Radar Control Yes/No.
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Heading
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Flight Level/Altitude
d
Was essential traffic given, Yes/No.

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Flight visibility
d
Altitude and heading of other aircraft.

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Estimated proximity of the aircraft including relationship (i.e. heading-

on converging, overtaking).
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Evasive action taken.

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Other information, including identity of other aircraft.

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Chapter 11
SPECIAL NOTIFICATION REQUIREMENTS
Flight crew shall record and report meteorological observations and

volcanic activity observed during flight.
Instructions on the reporting of meteorological observations and volcanic
activities should be based on information and guidance provided in the
CAAT AIP and/or in the publications issued by the foreign authorities
responsible for the airspaces through which the flight is flown.
Occurrence Combined With The Carriage Of Dangerous Goods
If an in-flight emergency occurs and the situation permits, the P-i-C shall
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inform the appropriate ATC units of any Dangerous Goods on board.
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Whenever an airplane is involved in an incident any information shall be
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provided to minimize the hazards created by any Dangerous Goods
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carried.
Whenever an airplane operated by the Company is involved in an
or
accident the appropriate Authority of the State of Occurrence shall be
informed of any Dangerous Goods carried. All Dangerous Goods
d
incidents are to be reported on Flight Occurrence Report, which are
maintained in the airplane documents file. de
Further procedure OM-A Chapter 11.10 shall be follow for Accident or
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Occurrence when Dangerous Goods are being carried.
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Report of meteorological observations and volcanic activities

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Special air-reports containing observations of meteorological and volcanic

activity shall be recorded on the VR form. The observed informaiton shall
be provided for flight crews operating on routes which could be affected
d
by volcanic ash clouds.

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A copy of the form shall be delivered to the Company without delay, either
d
personally or by telephone facsimile (TEL+ :662 286 0506). Special air-

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reports shall be made as soon as practicable by the flight crew after a

phenomenon calling for a special air-report has been observed.
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The flight crew shall report special meteorological observations of the

following conditions encountered or observed during climb out and
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approach:
moderate or severe turbulence; or
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moderate or severe icing; or

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severe mountain wave; or

thunderstorms, without hail, that are obscured, embedded,
widespread or in squall lines; or
thunderstorms, with hail, that are obscured, embedded, widespread
or in squall lines; or
heavy duststorm or heavy sandstorm; or
volcanic ash cloud; or
Chapter 11
pre-eruption volcanic activity or a volcanic eruption.

Note: Pre-eruption volcanic activity in this context means unusual and/or
increasing volcanic activity which could presage a volcanic eruption
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Chapter 11
ACCIDENT AND OCCURRENCE WHEN DANGEROUS GOODS

ARE BEING CARRED
Special Notification Requirements in the event of an accident or occurrence
when Dangerous Goods are being carried or have been offered for Air
Transport without having been prepared and declared in accordance with
the ICAO Technical Instructions.
Dangerous goods incidents include but are not limited to:
Spillage or leakage of the dangerous goods contents from a package
or passenger’s baggage.
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Escape of fumes or gases or emission of smoke from a package or
passenger’s baggage.
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Breakage or failure of inner or outer receptacles.
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Radiation leakage.
or
Corrosion, contamination or combustion.
Damage to property or equipment caused by contents.
d
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Injury to persons caused by the contents.
Failure of the shipper or passenger to declare or correctly identify
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dangerous goods.
Fire, breakage, spillage, leakage of a fluid or gas or other evidence
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that the integrity of the package has not been maintained.

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Any occurrence relating to the transport of dangerous goods that

seriously jeopardizes an aircraft or its occupants is also deemed to be
d
a dangerous goods incident.

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Note: In the event that any Customers/ Passengers are involved in any
physical chemical or biological incident or emergency, the appropriate
d
Corporate Emergency Plan for Medical Emergencies must be considered

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and if necessary activated.

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Information to be provided by the Pilot-in-Command in the Event of

an In-Flight Emergency
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situation permits, inform the appropriate air traffic service unit, for the
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cargo on board as aircraft. Wherever possible this information should
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those parts thought most relevant in the circumstances or a summary of the
quantities and class or division of dangerous goods in each cargo
Chapter 11
In the case of damage to dangerous goods on board the aircraft which may
be dangerous to personnel, the Pilot-in-command shall ensure, on arrival
at destination, that no contaminated articles will be handled until a person
qualified and authorized to carry out the handling of such articles is
available. This will require notification to ATS and/or the Company prior to
arrival.
The Pilot-in-command shall submit an accident/incident report where the
company or dangerous goods regulations have been violated. The Air
Safety Report (ASR) process must be used.
Information to be provided by the Operator in the Event of an Aircraft
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Accident or Serious Incident Where Dangerous Goods Carried as
Cargo may be Involved
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In the event of an aircraft accident or a serious incident where dangerous
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goods carried as cargo may be involved, Nok Air of the aircraft carrying
dangerous goods as cargo must, without delay, provide to emergency
or
services responding to the accident or serious incident, information about
the dangerous goods on board, as shown on the copy of the information
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provided to the pilot-in-command. As soon as possible, Nok Air must also
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provide this information to CAAT and the State in which the accident or
serious incident occurred.
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The DGR accident contingency plans are described in DGR Chapter 10.
Information to be provided by the Operator in the Event of an Aircraft
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Incident
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In the event of an aircraft incident, if requested to do so, the operator of an

aircraft carrying dangerous goods as cargo must, without delay, provide to
d
emergency services responding to the incident and to the appropriate

authority of the State in which the incident occurred, information about the
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dangerous goods on board, as shown on the copy of the information

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provided to the pilot-in-command.

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Dangerous Goods Accident and Incident Reports

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Definitions:
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Dangerous goods accident: An occurrence associated with and related to

the transport of dangerous goods by air which results in fatal or serious
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injury to a person or major property or environmental damage.

Dangerous goods incident: An occurrence other than a dangerous goods
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accident associated with and related to the transport of dangerous goods

by air, not necessarily occurring on board an aircraft, which results in injury
to a person, property or environmental damage, fire, breakage, spillage,
leakage of fluid or radiation or other evidence that the integrity of the
packaging has not been maintained. Any occurrence relating to the
transport of dangerous goods which seriously jeopardizes an aircraft or its
occupants is also deemed to be a dangerous goods incident.
Chapter 11
Note: A dangerous goods accident or incident may also constitute an

aircraft accident or incident as specified in ICAO Annex 13 — Aircraft
Accident and Incident Investigation.
NOK must report dangerous goods accidents and incidents to CAAT and
the State in which the accident or incident occurred in accordance with the
reporting requirements of those appropriate authorities.
Note. This includes incidents involving dangerous goods that are not
subject to all or part of the ICAO Technical Instructions through the
application of an exception or of a special provision (e.g. an incident
involving the short circuiting of a dry cell battery that is required to
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meet short-circuit prevention conditions in a special provision of
3;3, IATA 4.4(
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NOK must report to the CAAT and the State of Origin any occasion when:
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Dangerous goods are discovered to have been carried when not
correctly loaded, segregated, separated or secured.
or
Dangerous goods are discovered to have been carried without
information having been provided to the pilot-in command (when
d
required) or the information is inadequate.
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NOK must report any occasion when dangerous goods that are not
permitted are discovered in the baggage or on the person of passengers
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)after check-in( or crew members. Such a report must be made to the
appropriate authority of the State in which this occurred according to the
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IATA 9.6.2.
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It is a corporate requirement within Nok Air that all dangerous goods

incidents and accidents must be reported immediately they are known or
d
identified.
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All dangerous goods incidents or accidents must be reported immediately

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the incident is identified, and recorded within the corporate incident

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recording system.
On-ground, the Duty Manager / Station Manager is responsible to report
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all Dangerous Goods accidents or incidents involving cargo or passengers’

baggage immediately. This also includes any occasion where undeclared
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or misdeclared dangerous goods are discovered in cargo or when

dangerous goods not permitted under Provision for Dangerous Goods
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Carried by Passengers or Crew are discovered in passengers’ baggage.

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Reports have to be sent immediately to the appropriate authority of the state

in which the incidents or accidents occurred, as required by that authority,
and to the Corporate Quality , Safety and Security Department ( PV )., who
then reports the incident to the CAAT.
Civil Aviation Authority of Thailand (CAAT)
333/103 Moo4, Laksi Plaza Building,Tower 2 Floor 7,9,12 Cheang Wattana
Rd., Tarat Bang Khen, Laksi, Bangkok, Thailand 10210
Website : www.caat.or.th , Tel : +66 (0)2 568 8838
Chapter 11
Dangerous Goods Occurrence Report

Refer OM-A Appendix C
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Chapter 12
Rule of the Air
12 RULES OF THE AIR

The flight crew must follow all Company policies and procedures laid
down in the various publications and must adhere strictly to
international, national or local regulations according to the RM and
ATS instructions. These may be overruled only.
if the safety of the aircraft in any situation demands different action.
The flying Pilot should endeavor to make the flight as accurately and
smoothly as possible which is important not only from a safety, but
also from a passenger comfort point of view. No rough or extreme
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maneuvers are allowed.
Operation into and out of uncontrolled airports is prohibited. Operation
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into and out of uncontrolled airspace is also prohibited. However, if
exigencies (such as Weather, volcanic ash activity, war zone etc.)
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require, the flight to make incursion into uncontrolled airspace, a
position report shall be transmitted in the guard frequency 121.5 MHz
or
as Well as the last ATC assigned frequency and also in-flight
communication frequency as appropriate. The transponder must be
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ON, and TCAS (if serviceable) must be ON.
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Chapter 12
Rule of the Air
VFR AND IFR RULE
General
All commercial flights are conducted within controlled airspace,
airspace with advisory service or airspace with positive radar control,
whenever possible.
All commercial flights are filed and conducted in accordance with IFR
flight plan.
All NOK flights obtain IFR clearance from respective ATC unit prior to
departure. Non-cancellation of an IFR flight plan does not preclude
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the use of a clearance subject to maintain VMC for a limited and
specified portion of a flight.
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When the visual MET conditions are such as specified below
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(company VMC minima), the P-i-C may request flight to be conducted
under VFR for the approach and landing from the respective ATC
or
units. This procedure However is not usually encouraged keeping in
view safety and passenger comfort consideration.
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Visual Flight Rules
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Except when operating as a special VFR flight, VFR flights shall be
conducted so that the aircraft is flown in conditions of visibility and
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distance from clouds equal to or greater than those specified in below
Table.
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VMC visibility and distance from clouds minima are

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Altitude band Airspace class Flight visibility Distance from cloud

“A”*** “B” “C” “D” “E” “F”
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At and above 3050m 1500m horizontally

8km
(10,000 ft) AMSL “G” 300m (1000 ft) vertically
if
Below 3050m (10,000

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ft) AMSL and above

900m (3000 ft) AMSL, “A”*** “B” “C” “D” “E” “F” 1500m horizontally
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5km
or above 300m (1000 “G” 300m (1000 ft) vertically
ft) above terrain,
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whichever is the higher

At and below 900m 1500m horizontally
“A”*** “B” “C” “D” “E”
on
5km
(3000 ft) AMSL, or 300m (1000 ft) vertically
300m (1000 ft) above
Clear of cloud and with
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terrain, whichever is “F” “G” 5km**

the higher the surface in sight
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* When the height of the transition altitude is lower than 3050m (10,000 ft) AMSL, FL100
should be used in lieu of 10,000 ft.
** When so prescribed by the appropriate ATS authority:
Chapter 12
Rule of the Air
flight visibilities reduced to not less than 1500m may be permitted for flights operating:
1) at speeds that, in the prevailing visibility, will give adequate opportunity to observe other
traffic or any obstacles in time to avoid collision; or
2) in circumstances in which the probability of encounters with other traffic would normally be
low, e.g. in areas of low volume traffic and for aerial work at low levels.
***The VMC minima in Class “A” airspace are included for guidance to pilots and do not imply
acceptance of VFR flights in Class “A” airspace.
Except when a clearance is obtained from an air traffic control unit,
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VFR flights shall not take off or land at an aerodrome within a control
zone, or enter the aerodrome traffic zone or traffic pattern:
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when the ceiling is less than 450m (1500 ft); or
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when the ground visibility is less than 5km.
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VFR flights between sunset and sunrise, or such other period between
or
sunset and sunrise as may be prescribed by the appropriate ATS
authority, shall be operated in accordance with the conditions
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prescribed by such authority.
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Unless authorized by the appropriate ATS authority, VFR flights shall
not be operated:
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(i) above FL200;
(ii) at transonic and supersonic speeds.
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Authorization for VFR flights to operate above FL290 shall not be

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granted in areas where a vertical separation minimum of 300m (1000

ft) is applied above FL290.
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Except when necessary for take-off or landing, or except by

if
permission from the appropriate authority, a VFR flight shall not be

flown:
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(i) over the congested areas of cities, towns or settlements or over

an open-air assembly of persons at a height less than 300m
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(1000 ft) above the highest obstacle within a radius of 600m

from the aircraft;
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(ii) elsewhere than as specified in f)-i., at a height less than 150m

(500 ft) above the ground or water.
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Note: Minimum Heights Except when necessary for take-off or landing, or

except by permission from the appropriate authority, aircraft shall not be
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flown over the congested areas of cities, towns or settlements or over an

open-air assembly of persons, unless at such a height as will permit, in
the event of an emergency arising, a landing to be made without undue
hazard to persons or property on the surface.
Chapter 12
Rule of the Air
Except where otherwise indicated in air traffic control clearances or

specified by the appropriate ATS authority, VFR flights in level
cruising flight when operated above 900m (3000 ft) from the ground
or water, or a higher datum as specified by the appropriate ATS
authority, shall be conducted at a flight level appropriate to the track
as specified in the Tables of cruising levels in Appendix 3 of
Jeppensen – Rule of the air.
VFR flights shall comply with the provisions chapter 3.6 of Jeppensen
– Rule of the air:
(i) when operated within Classes “B”, “C” and “D” airspace;
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(ii) when forming part of aerodrome traffic at controlled aerodromes; or
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(iii) when operated as special VFR flights.
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A VFR flight operating within or into areas, or along routes, designated
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by the appropriate ATS authority in accordance with
any flight within or into designated areas, or along designated routes,
or
when so required by the appropriate ATS authority to facilitate the
provision of flight information, alerting and search and rescue
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services;
or
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any flight within or into designated areas, or along designated routes,
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when so required by the appropriate ATS authority to facilitate
coordination with appropriate military units or with air traffic services
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units in adjacent States in order to avoid the possible need for

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interception for the purpose of identification;

Shall maintain continuous air-ground voice communication watch on
the appropriate communication channel of, and report its position as
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necessary to, the air traffic services unit providing flight information
if
service.
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NOTE: Unless otherwise prescribed by the appropriate ATS authority,

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a report of arrival shall be made in person, by radiotelephony or via

data link at the earliest possible moment after landing, to the
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appropriate air traffic services unit at the arrival aerodrome, by any

flight for which a flight plan has been submitted covering the entire
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flight or the remaining portion of a flight to the destination aerodrome.

An aircraft operated in accordance with the visual flight rules which
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wishes to change to compliance with the instrument flight rules shall:

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(i) if a flight plan was submitted, communicate the necessary

changes to be effected to its current flight plan, or
(ii) when so required by chapter 3.3.1.2 Jeppensen – Rule of the
air:, submit a flight plan to the appropriate air traffic services
unit and obtain a clearance prior to proceeding IFR when in
controlled airspace.
Chapter 12
Rule of the Air
Instrument Flight Rules

Rules applicable to all IFR flights
Aircraft Equipment
Aircraft shall be equipped with suitable instruments and with
navigation equipment appropriate to the route to be flown.
Minimum Levels
Except when necessary for take-off or landing, or except when
specifically authorized by the appropriate authority, an IFR flight shall
be flown at a level which is not below the minimum flight altitude
ed
established by the State whose territory is overflown, or, where no
such minimum flight altitude has been established:
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in
(i) over high terrain or in mountainous areas, at a level which is at
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least 600m (2000 ft) above the highest obstacle located within
8km of the estimated position of the aircraft;
(ii) elsewhere than as specified in a., at a level which is at least
or
300m (1000 ft) above the highest obstacle located within 8km
of the estimated position of the aircraft.
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Note 1: The estimated position of the aircraft will take account of the
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navigational accuracy which can be achieved on the relevant
route segment, having regard to the navigational facilities
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available on the ground and in the aircraft.
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Note 2: Minimum Heights Except when necessary for take-off or landing,

or except by permission from the appropriate authority, aircraft
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shall not be flown over the congested areas of cities, towns or

settlements or over an open-air assembly of persons, unless at
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such a height as will permit, in the event of an emergency arising,

a landing to be made without undue hazard to persons or property
if
on the surface.
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Change from IFR Flight to VFR Flight

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An aircraft electing to change the conduct of its flight from compliance

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with the instrument flight rules to compliance with the visual flight rules
shall, if a flight plan was submitted, notify the appropriate air traffic
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services unit specifically that the IFR flight is canceled and

communicate thereto the changes to be made to its current flight plan.
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When an aircraft operating under the instrument flight rules is flown in

or encounters visual meteorological conditions it shall not cancel its
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IFR flight unless it is anticipated, and intended, that the flight will be
continued for a reasonable period of time in uninterrupted visual
meteorological conditions.
Rules Applicable to IFR Flights Within Controlled Airspace
IFR flights shall comply with the provisions chapter 3.6 Jeppensen –
Rule of the air:, when operated in controlled airspace.
An IFR flight operating in cruising flight in controlled airspace shall be
flown at a cruising level, or, if authorized to employ cruise climb
Chapter 12
Rule of the Air
techniques, between two levels or above a level, selected from:

(i) the Tables of cruising levels in Appendix 3; or
(ii) a modified table of cruising levels, when so prescribed in
accordance with Appendix 3 Jeppensen – Rule of the air: for
flight above FL410;
except that the correlation of levels to track prescribed therein shall
not apply whenever otherwise indicated in air traffic control clearances
or specified by the appropriate ATS authority in Aero- nautical
Information Publications.
Rules applicable to IFR flights outside controlled airspace
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Cruising Levels
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An IFR flight operating in level cruising flight outside of controlled
in
airspace shall be flown at a cruising level appropriate to its track as
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specified in:
(i) the Tables of cruising levels in Appendix 3 Jeppensen – Rule of
or
the air:, except when otherwise specified by the appropriate
ATS authority for flight at or below 900m (3000 ft) above mean
d
sea level; or
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(ii) a modified table of cruising levels, when so prescribed in
accordance with Appendix 3 Jeppensen – Rule of the air: for
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flight above FL410.
NOTE: This provision does not preclude the use of cruise climb techniques
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by aircraft in supersonic flight.

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Communications
An IFR flight operating outside controlled airspace but within or into
d
areas, or along routes, designated by the appropriate ATS authority

in accordance with
if
any flight within or into designated areas, or along designated

d
routes, when so required by the appropriate ATS authority to

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facilitate the provision of flight information, alerting and search

and rescue services;
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or
any flight within or into designated areas, or along designated
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routes, when so required by the appropriate ATS authority to

facilitate coordination with appropriate military units or with air
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traffic services units in adjacent States in order to avoid the

possible need for interception for the purpose of identification;
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Shall maintain an air- ground voice communication watch on

the appropriate communication channel and establish two-way
communication, as necessary, with the air traffic services unit
providing flight information service.
NOTE: Unless otherwise prescribed by the appropriate ATS
authority, a report of arrival shall be made in person, by
radiotelephony or via data link at the earliest possible moment
after landing, to the appropriate air traffic services unit at the
arrival aerodrome, by any flight for which a flight plan has been
Chapter 12
Rule of the Air
submitted covering the entire flight or the remaining portion of a

flight to the destination aerodrome.
Position Reports
An IFR flight operating outside controlled airspace and required by
the appropriate ATS authority to:
(i) submit a flight plan;
(ii) maintain an air-ground voice communication watch on the
appropriate communication channel and establish two-way
communication, as necessary, with the air traffic services unit
providing flight information service; shall report position as
specified in Chapter 3.6.3 Jeppensen – Rule of the air for
ed
controlled flights.
Note: Aircraft electing to use the air traffic advisory service whilst operating
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IFR within specified advisory airspace are expected to comply with the
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provisions of 3.6, except that the flight plan and changes thereto are
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not subjected to clearances and that two-way communication will be
maintained with the unit providing the air traffic advisory service.
or
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if
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Chapter 12
Rule of the Air
TERRITORIAL APPLICATION OF THE RULES OF THE AIR
The requirements of CAAT shall apply;

The P-i-C of an aircraft registered in Thailand but operating in a foreign
country shall ensure that all applicable rules, regulations and
requirements of that country are obeyed.
In case of flight operating into airspace which have rules deviant from
standard ICAO rules, the flight crew shall consult and apply the
guidance as given in JEPPESEN Route Manuals for ATC rules and
procedures as appropriate for that airspace.
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or
d
de
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if
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Chapter 12
Rule of the Air
COMMUNICATION PROCEDURES INCLUDING COM-FAILURE

ROCEDURES
Communications
An aircraft operated as a controlled flight shall maintain continuous air-
ground voice communication watch on the appropriate communication
channel of, and establish two-way communication as necessary with, the
appropriate air traffic control unit, except as may be prescribed by the
appropriate ATS authority in respect of aircraft forming part of aerodrome
traffic at a controlled aerodrome.
ed
NOTE 1: SELCAL or similar automatic signaling devices satisfy the
requirement to maintain an air-ground voice communication watch.
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NOTE 2: The requirement for an aircraft to maintain an air-ground voice
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communication watch remains in effect after CPDLC has been established.
or
Communications Failure
GENERAL RULES
d
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An aircraft operated as a controlled flight shall maintain continuous
air-ground voice communication watch on the appropriate
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communication channel of, and establish two-way communication as
necessary with, the appropriate air traffic control unit, except as may
nl
be prescribed by the appropriate ATS authority in respect of aircraft

forming part of aerodrome traffic at a controlled aerodrome.
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NOTE 1: SELCAL or similar automatic signalling devices satisfy the

requirement to maintain a listening watch.
d
NOTE 2: The requirement for an aircraft to maintain an air-ground voice

if
communication watch remains in affect after CPDLC has been established.

d
If a communication failure precludes compliance with above a), the

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aircraft shall comply with the communication failure procedures in

12.3.3 below, and with such of the following procedures as are
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appropriate. The aircraft shall attempt to establish communications

with the appropriate air traffic control unit using all other available
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means. In addition, the aircraft, when forming part of the aerodrome

traffic at a controlled aerodrome, shall keep a watch for such
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instructions as may be issued by visual signals.

If in visual meteorological conditions, the aircraft shall: a. continue to
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fly in visual meteorological conditions; b. land at the nearest suitable

aerodrome; and c. report its arrival by the most expeditious means to
the appropriate air traffic control unit.
If in instrument meteorological conditions or when the pilot of an IFR
flight considers it inadvisable to complete the flight in accordance with
above c) the aircraft shall:
(i) unless otherwise prescribed on the basis of regional air
navigation agreement, in airspace where radar is not used in
the provision of air traffic control, maintain the last assigned
Chapter 12
Rule of the Air
speed and level, or minimum flight altitude if higher, for a period

of 20 minutes following the aircraft’s failure to report its position
over a compulsory reporting point and thereafter adjust level
and speed in accordance with the filed flight plan;
(ii) in airspace where radar is used in the provision of air traffic
control, maintain the last assigned speed and level, or
minimum flight altitude if higher, for a period of 7 minutes
following:
(iii) the time the last assigned level or minimum flight altitude is
reached; or
(iv) the time the transponder is set to Code 7600; or
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(v) the aircraft’s failure to report its position over a compulsory
reporting point;
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(vi) whichever is later, and thereafter adjust level and speed in
in
accordance with the filed flight plan;
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(vii) when being radar vectored or having been directed by ATC to
proceed offset using RNAV without a specified limit, rejoin the
or
current flight plan route no later than the next significant point,
taking into consideration the applicable minimum flight altitude;
d
(viii) proceed according to the current flight plan route to the
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appropriate designated navigation aid or fix serving the
destination aerodrome and, when required to ensure
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compliance with e. below, hold over this aid or fix until
commencement of descent;
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(ix) commence descent from the navigation aid or fix specified in d.

at, or as close as possible to, the expected approach time last
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received and acknowledged; or, if no expected approach time

has been received and acknowledged, at, or as close as
d
possible to, the estimated time of arrival resulting from the

current flight plan;
if
(x) complete a normal instrument approach procedure as specified

d
for the designated navigation aid or fix; and

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(xi) land, if possible, within thirty minutes after the estimated time of
arrival specified in e. or the last acknowledged expected
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approach time, whichever is later.

NOTE:
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1. The provision of air traffic control service to other flights operating in the
airspace concerned will be based on the assumption that an aircraft
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experiencing radio failure will comply with the rules in d)

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2. See also JEPPESEN AIR TRAFFIC CONTROL — International Civil

Aviation Organization Rules of the Air.
Chapter 12
Rule of the Air
Air-Ground Communications Failure

When an aircraft station fails to establish contact with the aeronautical
station on the designated frequency, it shall attempt to establish
contact on another frequency appropriate to the route. If this attempt
fails, the aircraft station shall attempt to establish communication with
other aircraft or other aeronautical stations on frequencies appropriate
to the route. In addition, an aircraft operating within a network shall
monitor the appropriate VHF frequency for calls from nearby aircraft.
If the attempts specified under a) fail, the aircraft station shall transmit
its message twice on the designated frequency(ies), preceded by the
ed
phrase “TRANSMITTING BLIND” and, if necessary, include the
addressee(s) for which the message is intended.
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Procedures for Air Navigation Services (PANS) Recommendation —
In network operation, a message which is transmitted blind should be
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transmitted twice on both primary and secondary frequencies. Before
changing frequency, the aircraft station should announce the
or
frequency to which it is changing.
Receiver Failure
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When an aircraft station is unable to establish communication due to
receiver failure, it shall transmit reports at the scheduled times, or
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positions, on the frequency in use, preceded by the phrase
“TRANSMITTING BLIND DUE TO RECEIVER FAILURE”. The aircraft
nl
station shall transmit the intended message, following this by a

complete repetition. During this procedure, the aircraft shall also
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advise the time of its next intended transmission.

An aircraft which is provided with air traffic control or advisory service
d
shall, in addition to complying with a), transmit information regarding

if
the intention of the P-i-C with respect to the continuation of the flight
of the aircraft.
d
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When an aircraft is unable to establish communication due to airborne

equipment failure it shall, when so equipped, select the appropriate
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SSR code to indicate radio failure.

Transponder Procedures – Radio Communication Failure
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The pilot of an aircraft losing two-way communications shall set the

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transponder to Mode A Code 7600

Note: A controller who observes an SSR response indicating selection of
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the communications failure code will determine the extent of the

failure by instructing the pilot to SQUAWK IDENT or to change code.
If it is determined that the aircraft receiver is functioning, further
control of the aircraft will be continued using code changes or IDENT
transmission to acknowledge receipt of clearances. Different
procedures may be applied to Mode S equipped aircraft in areas of
Mode S coverage.
Chapter 12
Rule of the Air
INFO AND INSTRUCTION RELATING TO INTERCEPTING OF

CIVIL AIRCRAFT
General
Note: The word “interception” in this context does not include intercept and
escort service provided, on request, to an aircraft in distress, in
accordance with the Search and Rescue Manual (Annex 2, 3.8).
Interception of civil aircraft shall be governed by appropriate
regulations and administrative directives issued by contracting
States in compliance with the Convention on International Civil
Aviation, and in particular Article 3(d) under which contracting States
ed
undertake, when issuing regulations for their State aircraft, to have
due regard for the safety of navigation of civil aircraft. Accordingly, in
t
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drafting appropriate regulations and administrative directives due
regard shall be had to the provisions contained in the AIR TRAFFIC
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CONTROL — International Civil Aviation Organization Rules of the
Air, and the following paragraphs.
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Action by Inercepted Aircraft
An aircraft which is intercepted by another aircraft shall immediately:
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follow the instructions given by the intercepting aircraft, interpreting
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and responding to visual signals in accordance with the specifications
in paragraph 12.4.4;
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notify, if possible, the appropriate air traffic services unit;
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attempt to establish radio communication with the intercepting aircraft

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or with the appropriate intercept control unit, by making a general call

on the emergency frequency 121.5 MHz, giving the identity of the
intercepted aircraft and the nature of the flight; and if no contact has
d
been established and if practicable, repeating this call on the

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emergency frequency 243.0 MHz;

d
if equipped with SSR transponder, select Mode A, Code 7700, unless

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otherwise instructed by the appropriate air traffic services unit.

If any instructions received by radio from any sources conflict with
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those given by the intercepting aircraft by visual signals, the

intercepted aircraft shall request immediate clarification while
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continuing to comply with the visual instructions given by the

intercepting aircraft.
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If any instructions received by radio from any sources conflict with

those given by the intercepting aircraft by radio, the intercepted
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aircraft shall request immediate clarification while continuing to

comply with the radio instructions given by the intercepting aircraft.
Radio Communication During Interception
If radio contact is established during interception but communication in a
common language is not possible, attempts shall be made to convey
instructions, acknowledgement of instructions and essential information by
using the phrases and pronunciations in paragraph 12.4.5 and transmitting
each phrase twice.
Chapter 12
Rule of the Air
Signals for use in the Event of Interception

Signals Initiated by Intercepting Aircraft and Responses by
Intercepted Aircraft
INTERCEPTING INTERCEPTED
Series Meaning Meaning
Aircraft Signals Aircraft Responds
DAY or NIGHT — Rocking
aircraft and flashing
navigational lights at irregular
intervals from a position slightly
above and ahead of, and
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normally to the left of, the
intercepted aircraft (or to the
right if the intercepted aircraft is
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DAY or NIGHT —
in
a helicopter) and, after
acknowledgement, a slow level Rocking aircraft, flashing
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turn, normally to the left, onto navigational lights at
the desired heading. You have irregular intervals and
following.
or
NOTE: been Understood,
1
intercepted. NOTE: Additional action will comply.
a.Meteorological conditions or Follow me. required to be taken by
d
terrain may require the
intercepted aircraft is
intercepting aircraft to reverse
the positions and direction of
de prescribed in
paragraph 12.4.2.
turn given above in series 1.
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b. If the intercepted aircraft is
not able to keep pace with the
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intercepting aircraft, the latter is

expected to fly a series of
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racetrack patterns and to rock

the aircraft each time it passes
d
the intercepted aircraft.

DAY or NIGHT  -An abrupt
if
break-away maneuver from the

d
intercepted aircraft consisting

You may DAY or NIGHT — Understood,
2 of a climbing turn of 90 degrees
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proceed. Rocking the aircraft. will comply.

or more without crossing the
line of flight of the intercepted
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aircraft.
DAY or NIGHT —
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DAY or NIGHT — Lowering Lowering landing gear,

landing gear (if fitted), showing (if fitted), showing
steady landing lights and
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steady landing lights and

overflying runway in use or, if following the intercepting
the intercepted aircraft is a aircraft and, if, after
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Land at this Understood,

3 helicopter, overflying the overflying the runway in
aerodrome. will comply.
helicopter landing area. In the use or helicopter landing
case of helicopters, the area, landing is
intercepting helicopter makes a considered safe,
landing approach, coming to proceeding to land.
hover near to the landing area.
Chapter 12
Rule of the Air
Signals Initiated by Intercepting Aircraft and Responses by

Intercepting Aircraft
INTERCEPTING INTERCEPTED
Series Meaning Meaning
Aircraft Signals Aircraft Responds
DAY or NIGHT-If it is
desired that the
intercepted aircraft follow
DAY or NIGHT-Raising the intercepting aircraft to
landing gear (if fitted) and an alternate aerodrome,
flashing landing lights while the intercepting aircraft
passing over runway in use raises its landing gear (if Understood,
Aerodrome
ed
at a height exceeding 300m fitted) and uses the follow me.
you have
(1,000 ft) but not exceeding Series 1 signals
4 designated Understood,
600m (2000ft) above the
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is prescribed for
in
aerodrome level, and you may
inadequate. intercepting aircraft.
continuing to circle runway in proceed.
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use. If unable to flash landing If it is decided to release
lights, flash any other lights the intercepted aircraft,
the intercepting aircraft
or
available.
uses the Series 2 signals
prescribed for
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DAY or NIGHT-Regular
switching on and off of all
de DAY or NIGHT-Use
Cannot Series 2 signals
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5 available lights but in such a Understood.
comply. prescribed for
manner as to be distinct from
flashing lights.
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DAY or NIGHT-Use
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DAY or NIGHT-Irregular Series 2 signals

6 In distress. Understood.
flashing of all available lights. prescribed for
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Chapter 12
Rule of the Air
Interception Phraseologies
Phrases for use by INTERCEPTING Aircraft Phrases for use by INTERCEPTED Aircraft
Phrase Pronunciation1 Meaning Phrase Pronunciation1 Meaning
What is CALL
CALL KOLSA-IN (call My call sign
KOLSA-IN your call SIGN (call
SIGN sign) is (call sign)
sign? sign)2
Understood
FOLLOW FOL-LO Follow me WILCO VILL-KO
ed
will comply
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Descend Unable to
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DESCEND DEE-SEND CAN NOT KANN NOTT
for landing comply
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Land at Repeat
YOU
YOU LAAND this REPEAT REE-PEET your
or
LAND
aerodrome instruction
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You may Position un-
PROCEED PRO-SEED
proceed de
AM LOST AM LOSST
known
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I am in dis-
MAYDAY MAYDAY
tress
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I have been
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HIJACK3 HI-JACK
hi- jacked
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I request to
LAND
LAAND (place land at
if
(place
name) (place
d
name)
name)
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I require de-
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DESCEND DEE-SEND
scent
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1
In the Pronunciation column, syllables to be emphasized are bold / underlined.
2
The call sign required to be given is that used in radiotelephony communications with air
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traffic services units and corresponding to the aircraft identification in the flight plan.
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3
Circumstances may not always permit, nor make desirable, the use of the phrase
“HIJACK”.
Chapter 12
Rule of the Air
RADIO LISTENING WATCH
VHF RTF Frequency to be used

The VHF RTF frequency to be used should be determined and
promulgated on a regional basis. However, in the case of temporary
disruption occurring in controlled airspace, the States responsible may
promulgate, as the VHF RTF frequency to be used within the limits of
that airspace, a frequency used normally for the provision of air traffic
control service within that airspace.
Where VHF is used for air-ground communications with ATS and an
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aircraft has only two serviceable VHF sets, one should be tuned to the
appropriate ATS frequency and the other to the TIBA frequency.
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Listening Watch
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A listening watch should be maintained on the TIBA frequency 10 minutes
before entering the designated airspace until leaving this airspace. For an
or
aircraft taking off from an aerodrome located within the lateral limits of the
designated airspace listening watch should start as soon as appropriate
after take-off and be maintained until leaving the airspace .
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Time of Broadcasts de
A broadcast should be made
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10 minutes before entering the designated airspace or, for a pilot
taking off from an aerodrome located within the lateral limits of the
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designated airspace, as soon as appropriate after take-off;

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10 minutes prior to crossing a reporting point;

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10 minutes prior to crossing or joining an ATS route;

at 20-minute intervals between distant reporting points;
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to 5 minutes, where possible, before a change in flight level;

d
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at the time of a change in flight level; and

at any other time considered necessary by the pilot
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Chapter 12
Rule of the Air
Forms of Broadcast
The broadcasts other than those indicating changes in flight level, i.e.
the broadcasts referred to in 12.5.3 a., b., c., d. and g., should be in
the following form:
ALL STATIONS (necessary to identify a traffic information broadcast)
(call sign)
FLIGHT LEVEL (number) (or CLIMBING1TO FLIGHT LEVEL
(number))
(direction)
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(ATS route) (or DIRECT FROM (position) TO (position))
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POSITION (position2) AT (time)
in
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ESTIMATING (next reporting point, or the point of crossing or joining
a designated ATS route) AT (time)
or
(call sign)
FLIGHT LEVEL (number)
d
(direction) de
Fictitious example:
oa
“ALL STATIONS WINDAR 671 FLIGHT LEVEL 350 NORTHWEST
BOUND DIRECT FROM PUNTA SAGA TO PAMPA POSITION 5040
nl
SOUTH 2010 EAST AT 2358 ESTIMATING CROSSING ROUTE

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LIMA THREE ONE AT 4930 SOUTH 1920 EAST AT 0012 WINDAR

671 FLIGHT LEVEL 350 NORTHWEST BOUND OUT”
d
1For the broadcast referred to in 12.5.3 a. in the case of an aircraft

taking off from an aerodrome located within the lateral limits of the
if
designated airspace.
d
2For broadcasts made when the aircraft is not near an ATS significant
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point, the position should be given as accurately as possible and in

any case to the nearest 30 minutes of latitude and longitude.
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Before a change in flight level, the broadcast (referred to in 12.5.3 e.)

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should be in the following form:

ALL STATIONS
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(call sign)
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(direction)
LEAVING FLIGHT LEVEL (number) FOR FLIGHT LEVEL (number)
AT (position and time)
Except as provided in d), the broadcast at the time of a change in flight
level (referred to in 12.5.3 f.) should be in the following form:
ALL STATIONS
(call sign)
Chapter 12
Rule of the Air
(direction)
LEAVING FLIGHT LEVEL (number) NOW FOR FLIGHT LEVEL
(number)
followed by:
ALL STATIONS
(call sign)
MAINTAINING FLIGHT LEVEL (number)
ed
Broadcasts reporting a temporary flight level change to avoid an
imminent collision risk should be in the following form:
t
in
ALL STATIONS
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(call sign)
LEAVING FLIGHT LEVEL (number) NOW FOR FLIGHT LEVEL
or
(number)
d
followed as soon as practicable by:
ALL STATIONS de
(call sign)
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RETURNING TO FLIGHT LEVEL (number) NOW
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Acknowledgement of the Broadcasts

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The broadcasts should not be acknowledged unless a potential collision

risk is perceived.
d
if
d
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Chapter 12
Rule of the Air
SIGNALS
Only the basic signals are outlined in this manual, but for further reference
respective aircraft operations manual.
Distress and Urgency Signals

See OM-A 12.12
NOTE: None of the provisions contained in the Emergency Section shall
prevent the use, by an aircraft in distress, of any means at its disposal to
attract attention, make known its position and obtain help.
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Signals for use in The Event of Interception
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See OM-A 12.4.4
in
Signal for Aerodrome Traffic
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Light and Pyrotechnic Signals Instructions
or
Light signals are directed from Aerodrome Control to aircraft
concerned.
d
LIGHT SIGNAL AIRCRAFT IN FLIGHT AIRCRAFT ON THE GROUND
Steady green Cleared to land
de Cleared for take-off
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Give way to other aircraft and
Steady red Stop
continue circling
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Series of green flashes Return for landing* Cleared to taxi

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Series of red flashes Aerodrome unsafe, do not land Taxi clear of landing area in use
Land at this aerodrome and pro- Return to starting point on the
Series of white flashes
d
ceed to apron* aerodrome

Notwithstanding any previous in-
if
Red pyrotechnic structions do not land for the time

d
being
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*Clearances to land and to taxi will be given in due course.

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Chapter 12
Rule of the Air
Acknowledgment by an Aircraft
When in flight:
(i) during the hours of daylight:
by rocking the aircraft’s wings;
NOTE: This signal should not be expected on the base and
final legs of the approach.
(ii) during the hours of darkness:
by flashing on and off twice the aircraft’s landing lights or, if not
so equipped, by switching on and off twice its navigation lights.
When on the ground:
ed
t
by moving the aircraft’s ailerons or rudder;
in
pr
by flashing on and off twice the aircraft’s landing lights or, if not
or
d
de
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Chapter 12
Rule of the Air
Visual Ground Signals

Prohibition of Landing
A horizontal red square panel with yellow diagonals when displayed
in a signal area indicates that landings are prohibited and that the
prohibition is liable to be prolonged.
Horizontal red square with yellow diagonals: Landing

prohibited.
ed
Horizontal red square with one yellow diagonal:
Special precaution while approaching or landing.
t
in
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Horizontal white dumb-bell: Land, TKOF, and taxi on
RWY and TWY only.
or
d
Horizontal white dumb-bell with black bars: Land and
TKOF on RWY only. de
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Crosses of single color, preferably white, horizontally

nl
on maneuvering area: An area unfit for movement of

aircraft.
owd
Horizontal white or orange landing T: Land or TKOF

parallel to shaft towards cross arm.
if
d
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Two digits displayed vertically at or near tower: TKOF

direction in nearest 10° magnetic.
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Right hand arrow of conspicuous color in signal area

or at end of RWY: Right hand turns before LDG and
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after TKOF.
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Letter “C” vertically in black against yellow

background: Place for reports concerning ATS.
Horizontal double white cross: Glider flight at aerodrome.
Chapter 12
Rule of the Air
Marshalling Signals
Wing walker / guide
Raise right hand above head level with wand pointing up; move left-
hand wand pointing down toward body.
Note: This signal provides an indication by a person positioned at
the aircraft wing tip, to the pilot/ marshaller / push-back operator,
that the aircraft movement on/off a parking position would be
unobstructed.
Identify gate
Raise fully extended arms straight above head with wands pointing
up.
t ed
in
Proceed to next signal manor as directed by tower/ground
pr
control
Point both arms upward; move and extend arms outward to sides of
body and point with wands to direction of next signalman or taxi
or
area.
d
Straight ahead
de
Bend extended arms at elbows and move wands up and down from
chest height to head.
oa
nl
Turn left (from pilot’s point of view)

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With right arm and wand extended at a 90-DEG angle to body,

make "come ahead" signal with left hand. The rate of signal motion
d
indicates to pilot the rate of aircraft turn.

if
d
Turn right (from pilot’s point of view)

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With left arm and wand extended at a 90-DEG angle to body, make
"come ahead" signal with right hand. The rate of signal motion
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indicates to pilot the rate of aircraft turn.

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Normal stop
Fully extend arms and wands at a 90-DEG angle to sides and
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slowly move to above head until wands cross.

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Emergency stop
Abruptly extend arms and wands to top of head, crossing wands.
Chapter 12
Rule of the Air
Set brakes
Raise hand just above shoulder height with open palm. Ensuring
eye contact with flight crew, close hand into a fist. Do not move until
receipt of "thumbs up" acknowledgement from flight crew.
Release brakes
Raise hand just above shoulder height with hand closed in a fist.
Ensuring eye contact with flight crew, open palm. Do not move until
receipt of "thumbs up" acknowledgement from flight crew.
t ed
Chocks inserted
in
With arms and wands fully extended above head, move wands
inward in a jabbing motion until wands touch. Ensure
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acknowledgement is received from flight crew.
or
d
Chocks removed
de
With arms and wands fully extended above head, move wands
outward in a jabbing motion. Do not remove chocks until authorized
oa
by flight crew.
nl
Start engine(s)
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Raise right arm to head level with wand pointing up and start a
circular motion with hand; at the same time, with left arm raised
d
above head level, point to engine to be started.

if
Cut engines
d
Extend arm with wand forward of body at shoulder level; move

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hand and wand to top of left shoulder and draw wand to top of right
shoulder in a slicing motion across throat.
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Slow down
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Move extended arms downwards in a patting gesture, moving

wands up and down from waist to knees.
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Slow down engine(s) on indicated side

With arms down and wands toward ground, wave either right or left
wand up and down indicating engine(s) on left or right side
respectively should be slowed down.
Chapter 12
Rule of the Air
Move back
With arms in front of body at waist height, rotate arms in a forward
motion. To stop rearward movement, use signal 6 a) or 6 b).
Turns while backing (for tail to starboard)

Point left arm with wand down and bring right arm from overhead
vertical position to horizontal forward position, repeating right-arm
movement.
ed
Turns while backing (for tail to port)
Point right arm with wand down and bring left arm from overhead
t
in
vertical position to horizontal forward position, repeating left-arm
movement.
pr
Affirmative/all clear
or
Raise right arm to head level with wand pointing up or display hand
with "thumbs up"; left arm remains at side by knee.
d
Note: This signal is also used as a technical/servicing
communication signal. de
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Fire
Move right hand wand in a fanning motion from shoulder to knee,
while at the same time pointing with left hand wand to area of fire.
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Hold position/stand by
d
Fully extend arms and wands downwards at a 45-DEG angle to

sides. Hold position until aircraft is clear for next maneuver.
if
d
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Dispatch aircraft
Perform a standard salute with right hand and/or wand to dispatch
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the aircraft. Maintain eye contact with flight crew until aircraft has
begun to taxi.
on
Do not touch controls (technical/servicing communication

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signal)
Extend right arm fully above head and close fist or hold wand in
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horizontal position; left arm remains at side by knee.
Connect ground power (technical/servicing communication

signal)
Hold arms fully extended above head; open left hand horizontally
and move finger tips of right hand into and touch open palm of left-
hand (forming a "T"). At night, illuminated wands can also be used
to form the "T" above head.
Chapter 12
Rule of the Air
Disconnect power (technical/servicing communication signal)

Hold arms fully extended above head with finger tips of right hand
touching open horizontal palm of left hand (forming a "T"); then
move right hand away from the left. Do not disconnect power until
authorized by flight crew. At night, illuminated wands can also be
used to form the "T" above head.
Negative (technical/servicing communication signal)

Hold right arm straight out at 90-DEG from shoulder and point wand
down to ground or display hand with "thumbs down"; left hand
remains at side by knee.
ed
Establish communication via interphone (technical / servicing
t
in
communication signal)
Extend both arms at 90-DEG from body and move hands to cup
pr
both ears.
or
Open/close stairs (technical/servicing communication signal)
With right arm at side and left arm raised above head at a 45-DEG
d
angle, move right arm in a sweeping motion towards top of left
shoulder. de
Note: This signal is intended mainly for aircraft with the set of
oa
integral stairs at the front.
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FROM THE PILOT OF AN AIRCRAFT TO A SIGNALMAN

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Note:
1. These signals are designed for use by a pilot in the cockpit with hands plainly
d
visible to the signalman, and illuminated as necessary to facilitate observation by

if
the signalman.
d
2. The aircraft engines are numbered in relation to the signalman facing the aircraft,
lle
from right to left (i.e., No. 1 engine being the port outer engine).
Brakes
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Note: The moment the fist is clenched or the fingers are extended
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indicates, respectively, the moment of brake engagement or

release.
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(i) Brakes engaged: Raise arm and hand, with fingers extended,
horizontally in front of face, then clench fist.
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(ii) Brakes released: Raise arm, with fist clenched, horizontally in

front of face, then extend fingers.
Chocks
(i) Insert chocks: Arms extended, palms outwards, move hands
inwards to cross in front of face.
(ii) Remove chocks: Hands crossed in front of face, palms
outwards, move arms outwards.
Ready to Start Engine(s)
Chapter 12
Rule of the Air
Raise the appropriate number of fingers on one hand indicating the number of the
engine to be started.
TECHNICAL/SERVICING COMMUNICATION SIGNALS
Manual signals shall only be used when verbal communication is not
possible with respect to technical/servicing communication signals.
Signalmen shall ensure that an acknowledgement is received from the
flight crew with respect to technical/servicing communication signals.
Note: The technical/servicing communication signals are included to
standardize the use of hand signals used to communicate to flight crews
ed
during the aircraft movement process that relate to servicing or handling
functions.
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or
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de
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Chapter 12
Rule of the Air
Standard Emergency Hand Signals

The following hand signals are established as the minimum required for
emergency communication between the aircraft rescue and firefighting
(ARFF) incident commander/ARFF firefighters and the cockpit and/or cabin
crews of the incident aircraft. ARFF emergency hand signals should be
given from the left front side of the aircraft for the flight crew.
Note: In order to communicate more effectively with the cabin crew,

emergency hand signals may be given by firefighters from other
positions.
ed
Recommend evacuation
t
Evacuation recommended based on ARFF and incident
in
commander's assessment of external situation. Arm extended from
pr
body and held horizontal with hand upraised at eye level. Execute
beckoning arm motion angled backward. Non-beckoning arm held
against body.
or
Night — same with wands.
d
Recommended stop  Recommend evacuation in progress be
de
halted. Stop aircraft movement or other activity in progress.  Arms in
front of head, crossed at wrists.
oa
nl
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Emergency contained
No outside evidence of dangerous conditions or “all-clear” Arms
d
extended outward and down at a 45–degree angle. Arms moved

if
inward below waistline simultaneously until wrists crossed, then

extended outward to starting position (umpire's “safe” signal).
d

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Fire  Move right hand in a “fanning” motion from shoulder to knee,

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while at the same time pointing with left hand to area of fire.
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Chapter 12
Rule of the Air
TIME
Co-ordinate Universal Time (UTC) shall be used and shall be

expressed in hours and minutes of the 24-hour day beginning at
midnight.
A time check shall be obtained prior to operating a controlled flight and
at such other times during the flight as may be necessary.
Note: Such time check is normally obtained from an air traffic services
unit unless other arrangements have been made by the
ed
company or by the appropriate ATS authority.
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or
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Chapter 12
Rule of the Air
AIR TRAFFIC CONTROL SERVICE
Air Traffic Control Clearances

An air traffic control clearance shall be obtained prior to operating a
controlled flight, or a portion of a flight as a controlled flight. Such
clearance shall be requested through the submission of a flight plan
to an air traffic control unit.
NOTE 1: A flight plan may cover only part of a flight, as necessary, to
describe that portion of the flight or those manoeuvres which are
subject to air traffic control. A clearance may cover only part of a
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current flight plan, as indicated in a clearance limit or by reference to
specific manoeuvres such as taxiing, landing or taking off.
t
in
NOTE 2: If an air traffic control clearance is not satisfactory to a P-i-C
of an aircraft, the P-i-C may request and, if practicable, will be issued
pr
an amended clearance.
or
Whenever an aircraft has requested a clearance involving priority, a
report explaining the necessity for such priority shall be submitted, if
requested by the appropriate air traffic control unit.
d
Potential Reclearance in Flight de
If prior to departure it is anticipated that depending on fuel endurance and
oa
subject to reclearance in flight, a decision may be taken to proceed to a
revised destination aerodrome, the appropriate air traffic control units shall
nl
be so notified by the insertion in the flight plan of information concerning the

ow
revised route (where known) and the revised destination.

NOTE: The intent of this provision is to facilitate a reclearance to a revised
d
destination, normally beyond the filed destination aerodrome.

if
An aircraft operated on a controlled aerodrome shall not taxi on the

manoeuvring area without clearance from the aerodrome control tower and
d
shall comply with any instructions given by that unit.

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Chapter 12
Rule of the Air
Adherence to Flight Plan

Except as provided for in 12.8.4 and 12.8.6, an aircraft shall adhere to
the current flight plan or the applicable portion of a current flight plan
submitted for a controlled flight unless a request for a change has
been made and clearance obtained from the appropriate air traffic
control unit, or unless an emergency situation arises which
necessitates immediate action by the aircraft, in which event as soon
as circumstances permit, after such emergency authority is exercised,
the appropriate air traffic services unit shall be notified of the action
taken and that this action has been taken under emergency authority.
ed
Unless otherwise authorized by the appropriate ATS authority or
directed by the appropriate air traffic control unit, controlled flights
t
shall, in so far as practicable:
in
(i) when on an established ATS route, operate along the defined
pr
centre line of that route; or
(ii) when on any other route operate directly between the navigation
or
facilities and/or points defining that route.
Subject to the overriding requirement in b), an aircraft operating along
d
an ATS route segment defined by reference to very high frequency
de
omnidirectional radio ranges shall change over for its primary
navigation guidance from the facility behind the aircraft to that ahead
oa
of it at, or as close as operationally feasible to, the change-over point,
where established.
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Deviation from the requirements in b) shall be notified to the

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appropriate air traffic services unit.

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Chapter 12
Rule of the Air
Inadvertent Changes
In the event that a controlled flight inadvertently deviates from its current
flight plan, the following action shall be taken:
Deviation from Track: If the aircraft is off track, action shall be taken
forthwith to adjust the heading of the aircraft to regain track as soon
as practicable.
Variation in True Airspeed: If the average true airspeed at cruising
level between reporting points varies or is expected to vary by plus or
minus 5 percent of the true airspeed, from that given in the flight plan,
the appropriate air traffic services unit shall be so informed.
ed
Change in Time Estimate: If the time estimate for the next applicable
t
reporting point, flight information region boundary or destination
in
aerodrome, whichever comes first, is found to be in error in excess of
pr
2 minutes from that notified to air traffic services, or such other period
of time as is prescribed by the appropriate ATS authority or on the
or
basis of air navigation regional agreements, a revised estimated time
shall be notified as soon as possible to the appropriate air traffic
services unit.
d
de
Additionally, when an ADS agreement is in place, the air traffic services unit
(ATSU) shall be informed automatically via data link whenever changes
oa
occur beyond the threshold values stipulated by the ADS event contract.
Intended Changes
nl
Requests for flight plan changes shall include information as indicated

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hereunder:
Change of Cruising Level: Aircraft identification; requested new
d
cruising level and cruising speed at this level, revised time estimates
if
(when applicable) at subsequent flight information region boundaries.

d
Change of Route:
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(i) Destination Unchanged: Aircraft identification; flight rules;

description of new route of flight including related flight plan
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data beginning with the position from which requested change

of route is to commence; revised time estimates; any other
on
pertinent information.
(ii) Destination changed: aircraft identification; flight rules;
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description of revised route of flight to revised destination

aerodrome including related flight plan data, beginning with the
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position from which requested change of route is to commence;

revised time estimates; alternate aerodrome(s); any other
pertinent information.
Chapter 12
Rule of the Air
Weather Deterioration Below the VMC

When it becomes evident that flight in VMC in accordance with its current flight plan will
not be practicable, a VFR flight operated as a controlled flight shall:
request an amended clearance enabling the aircraft to continue in
VMC to destination or to an alternative aerodrome, or to leave the
airspace within which an ATC clearance is required; or
if no clearance in accordance with a. can be obtained, continue to
operate in VMC and notify the appropriate ATC unit of the action being
taken either to leave the airspace concerned or to land at the nearest
suitable aerodrome; or  
ed
if operated within a control zone, request authorization to operate as
t
a special VFR flight; or
in
request clearance to operate in accordance with the instrument flight
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rules.  
Position Reports
or
Unless exempted by the appropriate ATS authority or by the
d
appropriate air traffic services unit under conditions specified by that
de
authority, a controlled flight shall report to the appropriate air traffic
services unit, as soon as possible, the time and level of passing each
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designated compulsory reporting point, together with any other
required information. Position reports shall similarly be made in
nl
relation to additional points when requested by the appropriate air

traffic services unit. In the absence of designated reporting points,
ow
position reports shall be made at intervals prescribed by the

appropriate ATS authority or specified by the appropriate air traffic
d
services unit.
if
Controlled flights providing position information to the appropriate air

traffic services unit via data link communications shall only provide
d
voice position reports when requested.

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Note: The conditions and circumstances in which SSR Mode C

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transmission of pressure-altitude satisfies the requirement for

level information in position reports are indicated in the PANS-
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RAC, Part II (Doc 4444). (Air Traffic Control pages, Series 400).
Termination of Control
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A controlled flight shall, except when landing at a controlled aerodrome,

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advise the appropriate ATC unit as soon as it ceases to be subject to air

traffic control service.
Chapter 12
Rule of the Air
VISUAL SIGNALS USED TO WARN AN UNAUTHORISED

AIRCRAFT FLYING IN OR ABOUT TO ENTER A RESTRICTED,
PROHIBITED OR DANGER AREA
By day and by night, a series of projectiles discharged from the ground at

intervals of 10 seconds, each showing, on bursting, red and green lights or
stars will indicate to an unauthorized aircraft that it is flying in or about to
enter a restricted, prohibited or danger area, and that the aircraft is to take
such remedial action as may be necessary.
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Chapter 12
Rule of the Air
RADIOTELEPHONY DISTRESS COMMUNICATIONS
Communication Frequencies
Where there is a requirement for the use of high frequencies for search and
rescue scene of action coordination purposes, the frequencies 3023 kHz
and 5680 kHz shall be employed.
NOTE: Where civil commercial aircraft take part in search and rescue
operations, they will normally communicate on the appropriate en-route
channels with the flight information center associated with the rescue co-
ordination center concerned.
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Procedures for A Pilot-In-Command Intercepting a Distress
Transmission
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in
Whenever a distress transmission is intercepted by a P-i-C of an aircraft,
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the pilot shall, if feasible:
acknowledge the distress transmission;
or
record the position of the craft in distress if given;
d
take a bearing on the transmission;
de
inform the appropriate rescue coordination centre or air traffic services
unit of the distress transmission, giving all available information; and
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at the pilot’s discretion, while awaiting instructions, proceed to the
position given in the transmission.
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Procedures for a Pilot-In-Command at the Scene of an Accident

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When a P-i-C observes that either another aircraft or a surface craft is

d
in distress, the pilot shall, if possible and unless considered

unreasonable or unnecessary:
if
(i) keep the craft in distress in sight until compelled to leave the
d
scene or advised by the rescue coordination centre that it is no

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longer necessary;
(ii) determine the position of the craft in distress;
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(iii) as appropriate, report to the rescue coordination centre or air

traffic services unit as much of the following information as
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possible.
 type of craft in distress, its identification and condition;
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 its position, expressed in geographical co-ordinates or in

distance and true bearing from a distinctive landmark or
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from a radio navigation aid;

 time of observation expressed in hours and minutes UTC;
 number of persons observed;
 whether persons have been seen to abandon the craft in
distress;
 on-scene weather conditions;
 apparent physical condition of survivors;
 apparent best ground access route to the distress site; and
Chapter 12
Rule of the Air
(iv) act as instructed by the rescue co-ordination center or the air

traffic services unit.
If the first aircraft to reach the scene of an accident is not a search and
rescue aircraft it shall take charge of on-scene activities of all other
aircraft subsequently arriving until the first search and rescue aircraft
reaches the scene of the accident. If, in the meantime, such aircraft is
unable to establish communication with the appropriate rescue co-
ordination center or air traffic services unit, it shall, by mutual
agreement, hand over to an aircraft capable of establishing and
maintaining such communications until the arrival of the first search
and rescue aircraft.
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When it is necessary for an aircraft to direct a surface craft to the place
t
where an aircraft or surface craft is in distress, the aircraft shall do so
in
by transmitting precise instructions by any means at its disposal. If no
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radio communication can be established the aircraft shall use the
appropriate visual signal in paragraph 12.11
or
When it is necessary for an aircraft to convey information to survivors
or surface rescue units, and two-way communication is not available,
d
it shall, if practicable, drop communication equipment that would
de
enable direct contact to be established, or convey the information by
dropping a hard copy message.
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When a ground signal has been displayed, the aircraft shall indicate
whether the signal has been understood or not by the means
nl
described in d) or, if this is not practicable, by use of the appropriate

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visual signal in paragraph 12.11.

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Chapter 12
Rule of the Air
SEARCH AND RESCUE SIGNALS
General
The air-to-surface and surface-to-air visual signals in this section shall,
when used, have the meaning indicated therein. They shall be used only
for the purpose indicated and no other signals likely to be confused with
them shall be used.
Upon observing any of the signals given in this section, aircraft shall take
such action as may be required by the interpretation of the signal given.
ed
Signals with Surface Craft
t
Note - The following replies may be made by surface craft the signal in
in
c);
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For acknowledging receipt of signals:
(i) the hoisting of "Code pennant" (vertical red and white stripes)
or
close up (meaning understood);
(ii) the flashing of a succession of "T's" by signal lamp in the Morse
d
code;
de
(iii) the changing of heading to follow the aircraft.
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For indicating inability to comply:
(i) the hoisting of the international flag "N" (a blue and white
nl
checkered square);
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(ii) the flashing of a succession of "N's" in the Morse code.

The following manoeuvres performed in sequence by an aircraft mean
d
that the aircraft wishes to direct a surface craft towards an aircraft or

a surface craft in distress.
if
(i) circling the surface craft at least once;

d
(ii) crossing the projected course of the surface craft close ahead at
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low altitude and:

 rocking the wing; or
tro
 opening and closing the throttle; or

on
 changing the propeller pitch.

NOTE: Due to high noise level on-board surface craft, the sound
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signals in aboved item may be less effective than the visual

signal in “circling the surface craft at least once” and are
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regarded as alternative means of attracting attention
(iii) heading in the direction in which the surface craft is to be

directed.
Repetition of such manoeuvres has the same meaning.
The following manoeuvre by an aircraft means that the assistance of
the surface craft to which the signal is directed to no longer required.
crossing the wake of the surface craft close astern at a low altitude
and:
Chapter 12
Rule of the Air
(i) rocking the wings; or

(ii) opening and closing the throttle; or
(iii) changing the propeller pitch.
Ground –air visual Signal code
Symbols shall be at least 2.5m (8') long and shall be made as
conspicuous as possible.
NOTE:
1. Symbols may be formed by any means such as: strips of fabric,
parachute material, pieces of wood, stones or such like material;
marking the surface by tramping, or staining with oil, etc.
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2. Attention to the signals may be attracted by other means such as
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radio, flares, smoke, reflected light, etc.
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Ground – air visual signal code for use by survivors
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No. Message Code Symbol
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1 Require assistance V
2 Require medical assistance X
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3 No or Negative N
4 Yes or Affirmative
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5 Proceeding in this direction ↑
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Ground – air visual signal code for use by rescue unit

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Code
No. Message
Symbol
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1 Operation completed LLL

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2 We have found all personnel LL

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3 We have found only some personnel ++

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4 We are not able to continue. Returning to base. XX

5 Have divided into two groups.  Each proceeding in direction indicated. ↑→
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6 Information received that aircraft is in this direction. →→

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7 Nothing found. Will continue to search. NN

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Chapter 12
Rule of the Air
Air- to-ground signals

The following signals by aircraft mean that the ground signals have
been understood:
 by rocking the aircraft's wings
 flashing on and off twice the aircraft's landing lights or, if not
Lack of the above signal indicates that the ground signal is not
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understood.
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Chapter 12
Rule of the Air
DISTRESS AND URGENCY SIGNALS

Note: None of the provisions in this section shall prevent the use, by an
aircraft in distress, of any means at its disposal to attract attention,
make known its position and obtain help.
Distress Signals
The following signals, used either together or separately, mean that
grave and imminent danger threatens, and immediate assistance is
requested:
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(i) a signal made by radiotelegraphy or by any other signalling
method consisting of the group SOS (. . . - - - . . . in the Morse
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Code);
(ii) a radiotelephony distress signal consisting of the spoken word
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MAYDAY;
(iii) a distress message sent via data link which transmits the intent
or
of the word MAYDAY;
(iv) rockets or shells throwing red lights, fired one at a time at short
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intervals;
(v) a parachute flare showing a red light.
Urgency Signals
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an aircraft wishes to give notice of difficulties which compel it to land
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without requiring immediate assistance:

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(i) the repeated switching on and off of the landing lights; or

(ii) the repeated switching on and off of the navigation lights in such
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a manner as to be distinct from flashing navigation lights.

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an aircraft has a very urgent message to transmit concerning the
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safety of a ship, aircraft or other vehicle, or of some person on board

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or within sight;
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(i) a signal made by radiotelegraphy or by any other signalling

method consisting of the group XXX;
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(ii) a radiotelephony urgency signal consisting of the spoken words

PAN, PAN.
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(iii) an urgency message sent via data link which transmits the intent
of the words PAN, PAN.
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Chapter 12
Rule of the Air
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Chapter 13
Leasing / Code-share
13 LEASING / CODE-SHARE
WET LEASE OPERATIONS
General
The Wet lease agreement is generally on ACMI basis (Aircraft, crew,
maintenance and insurance). The operation is governed by requirements
of CAAT, Thailand or the state of registry, whichever is more stringent.
While entering into an agreement with lessor, it shall be ensured that the
lessor agrees to authorize NOK and CAAT, Thailand officials to conduct the
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maintenance and operational surveillance, supervision and spot checks,
including CVR/DFDR monitoring. These surveillance checks shall be
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carried out in the same manner as they are carried out in case of NOK’s
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own aircraft. The deficiencies observed shall be brought to the attention of
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the lessor who shall be required to take appropriate corrective action to the
satisfaction of NOK and CAAT, Thailand. The deficiencies observed that
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the corrective action taken should be reported to CAAT, Thailand. If these
corrective action are not taken within a reasonable time period this shall be
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considered as a breach of contract with NOK and treated as per the terms
of contract. de
Requirements Of Wet Lease Operations
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NOK will strictly monitor.
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Flight Duty Time Limitation and Flight Time as prescribed by state

regulatory authority.
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The Qualification/Experience/License/Medical/Technical and Flight

Safety.
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Training/Refresher Courses regarding Cockpit & Cabin Crew

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Captain’s reports on flights.

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Any other training as required.

(i) Wet Lease Out:Nok Airlines being a ICAO/EASA operator
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providing an aircraft and complete crew to another ICAO/EASA

operator and retaining all the functions and responsibilities
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prescribed in ICAO/EASA OPS 1, shall remain the company of

the aircraft, therefore all approved Nok Airlines safety
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procedures shall remain in force.

(ii) Wet Lease in:In the event that Nok Airlines requires to wet
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lease in an aircraft the appropriate approvals must be gained

from the regulatory bodies. We can reasonably expect that a
wet lease between ICAO/EASA Operators will be approved but
certain restrictions may be incorporated into any approval.
Typically these will be that the Nok Airlines flight time
limitations scheme must be adhered to by the company and
that the notional weights used by Nok Airlines may not be
reduced.
Chapter 13
Briefing To Lessor Crew

NOK gives briefing to the crew on the Company policies, CAAT
requirements. Folders containing documents pertaining to Bomb
Scare/Hijack procedures, Fuel Policy, CAR/AIC, Weather minima, Incident
reporting, Monsoon operation and any other relevant topic. Non type
briefing is given to Cabin crew on one-time basis, on flight safety aspects.
Operations Supervision Checks
Supervision Checks would be carried out with regard to observance of
these procedures by personnel specified in the relevant operation. Any
deviation from these stipulations is brought to their notice for corrective
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action.
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Supervision
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PO, OS and PT is responsible for overseeing the Wet lease Operations in
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all aspects of Flight Operations.
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Chapter 13
DRY LEASE OPERATIONS
NOK has dry leased Boeing 737-800, Dash 8-Q400 type of aircraft.
Governing Regulations
The dry lease operation is governed by CAAT’s AOCR, as required by the
above AOCR., the dry leased aircraft are registered in Thailand. The entire
responsibility of the airworthiness, maintenance and operations will rest
with NOK and the aircraft will be subjected to airworthiness certification,
maintenance and inspection procedures prescribed by the CAAT, in
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conformity with the above AOCR.
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Supervision
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PO, OS and PT is responsible for overseeing is responsible for overseeing
the dry lease operations in all aspects of Flight Operations.
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Chapter 13
FLIGHT FOLLOWING / FLIGHT TRACKING
There is a general requirement from the Company's point of view for direct
links between the pilot of an aircraft and Company in order to permit
exchange of messages regarding importance for the safe, efficient and
economical operation of aircraft.
The available authority operating communication channels (General
Purpose Stations), which are normally handling this type of air-ground
communication on HF or VHF, cannot fulfill the requirement for direct links
as the communication is relayed through a radio operator via teletype,
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telephone or other means. This will in most cases, delay the exchange of
messages between pilot and Company and the vital direct contact is
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missing.
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It is therefore considered necessary to arrange all facilities to handle this
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kind of communication through installation of Company Utility Channel
(CUT) on VHF in Dispatch at a number of NOKAIR stations.
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The CUT installation is an amplitude modulate radio telephone station
designed for fixed frequency operation on the VHF band with various
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transmitter output, depending on local requirement and condition
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Utilization of the CUT
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The CUT must be used with sound judgment as, misuse may easily reduce
the originally intended value of this facility e.g. calls from the ground should
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be avoided during takeoff and landing, when the flight deck crew is most
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busy.
The CUT can be utilized for a large variety of messages directly related to
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the ground handling or general operation of a flight, and advantage should

be taken from this facility to speed up preparatory work which can support
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an efficient and smooth handling.

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Frequencies for Company VHF air-ground communications are assigned to

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the aircraft operating agencies by States and coordinated within IATA/ICAO

to ensure best possible utilization of the narrow band allotted for this
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purpose.
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Guard of the CUT

The CUT installation provides coverage up to 30-45 minutes' flying time
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from the airport. During this period, it is the responsibility of station

managers to ensure that loudspeaker guard is maintained on the CUT
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channel in connection with each Company operation into and out of the
airport.
Flight deck crew is instructed to maintain continuous guard on the CUT
when within coverage. However, should the crew not be guarding the CUT
due to other duties on board, Air Traffic Control may be asked to advise the
aircraft that the station wishes to communicate on the CUT.
Chapter 13
Operational Control of Facilities

The basic requirements for air-ground radio communications area good
command of the English language, ICAO radiotelephony phraseology as
well as knowledge of the functions of the radio equipment used
The communication permissible over the air-ground CUT channel
includes:
FLIGHT OPERATIONS messages
MAINTENANCE messages
PASSENGER SERVICE messages
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RAMP SERVICE messages
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CABIN SERVICE messages.
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Aircraft dispatchers have the authority to originate and transmit to aircraft
in flight information or advice pertaining to the safe conduct or the
operational planning of the flight such as :
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Weather information
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Altimeter settings
Runway conditions
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Holding recommendation
Diversion recommendation.
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When exercising this authority, the aircraft dispatcher shall avoid taking
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such an action that would conflict with the procedures established by Air
Traffic Control, the Meteorological Service or the Communication Service.
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He shall reveal the identity of messages originated by inserting “NOK

OPERATION” either before or after the messages, whichever appropriate.
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Messages from a Dispatch Office or information from an Air Traffic Service/

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Meteorological Office to a flight shall be transmitted on the CUT channel

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verbatim as received.
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Assistant dispatchers also have the authority to transmit to aircraft in flight

any or all of the following information if they are deemed to affect the
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planned operation of the flight in any way :

Terminal and alternate weather
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Runway conditions at the terminal and its alternate

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NOTAM information regarding the serviceability of navigation aids at

the terminal and its alternate
Holding and/or diversion recommendations based on actual weather
conditions and with due consideration' to the traffic situations
Chapter 13
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Chapter 14
Safety Management System
14 SAFETY MANAGEMENT SYSTEM (SMS)

SMS (Safety Management System) and Risk Management is an integral
part of every area of work and therefore an integral part of the entire
organization. The corporate policy commits the Organization to a culture
that has safety, security and quality as fundamental operational priorities
and to continual improvement of the management system.
SAFETY POLICY
Refer to OM-A Chapter 0 item 0.1
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Chapter 14
SAFETY OBJECTIVES
Safety Objectives are:

Senior Management’s commitment to Safety.
Identify and minimise risk and hazardous conditions.
Minimise all types of accident and incidents.
Provide a safety work environment for all personnel.
Minimise work injury.
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Ensure compliance with regulatory and company standards.
Conduct and effective Flight Data Analysis Program (FDAP).
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Provide SMS education and training to all staff.
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Disseminate safety information and leanings to all staff.
Learn from safety occurrences so as to take appropriate action to
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prevent  the repetition of such events.
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Maintain an effective crisis and contingency management capability.
Identify and manage safety risks.
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Create safety culture where the attitudes, beliefs, perceptions and
values that employees share in relation to safety.
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Chapter 14
SMS REGULATORY REQUIREMENTS
With effective from 31 October 2008, all THAI AOC Holder and AMOs
(except material distribution organizations) are recommended to initiate the
implementation of a safety management system. In conjunction with the
safety principles incorporated in the safety policy, NOK will make all efforts
to meet CAAT requirements and to ensure continuous improvements in
safety. The establishment of the SMS includes the following objectives:-
Identification of safety hazards, assessing, managing and mitigating
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risk;
Ensuring remedial actions are implemented to control risk and ensure
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an acceptable level of safety is maintained;
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Continuous monitoring and assessment of the safety performance
achieved; and
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Continuous improvement to the overall level of safety.
The SMS formulated by NOK clearly defines lines of safety accountability
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throughout the organization, including direct safety accountability on the
part of senior management.
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Chapter 14
SCOPE OF NOK’S SMS
The NOK Safety Management System (SMS) is a systematic, explicit and

proactive process for managing safety that integrates operations and
technical systems with financial and human resource management to
achieve safe operations with as low as reasonably practicable risk. It is an
integrated system which includes the people, procedures, practices and
technology needed to monitor and improve the safety of the aviation
system.
The NOK SMS is systematic in that safety management activities are
carried out in accordance with a pre-determined plan, and applied in a
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consistent manner throughout the organization. It is proactive by taking an
approach that emphasizes prevention, through hazards identification and
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risk control and mitigation measures, before events that affect safety occur.
It is also explicit, in that all safety management activities are documented,
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visible and performed as an essential component of management activities.
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The primary reason for having an SMS is to improve existing levels of
safety, i.e., the reduction of accidents and incidents, through a systemic
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process of hazard and risk management
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The management of safety is defined as “the management of risk to an
acceptable level” and NOK defines that level as being “as low as is
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reasonably practicable”.
NOK’s SMS is distributed across operational departments, primarily Flight
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Operations, Onboard Experience (cabin services), Technical and Ground

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Services (ground & cargo services). With the incorporation of certain SMS
components into the respective Operational departments, references shall
be made to NOK’s Safety Management Manual (SMM) for effective
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integration.
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The framework of NOK’s SMS comprises the following four core

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components containing twelve elements:-

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Safety Policy and Objectives

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(i) Management commitment and responsibility;

(ii) Safety accountability of managers;
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(iii) Appointment of key safety personnel;

(iv) Emergency response planning;
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(v) SMS documentation and record.

Safety Risk Management
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(i) Hazard identification processes;

(ii) Safety risk assessment and mitigation processes.
Safety Assurance
(i) Safety performance monitoring and measurement;
(ii) Management of change;
(iii) Continuous improvement of the SMS.
Safety Promotion
Chapter 14
(i) Training and education;

(ii) Safety communication.
All staff shall comply and support SMS to ensure it is properly and effectively
managed.  
For further information, please refer to Safety Management Manual (SMM)
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Chapter 14
FLIGHT DATA ANALYSIS PROGRAMME (FDAP) PROTOCOL
Objective
As per CAAT AOCR, the company is to establish and maintain accident
prevention and flight safety programmes under the supervision of a person
specifically nominated for the purpose .The company should refer to ICAO
Doc 9422 -‘Accident Prevention Manual’ which contains information and
guidance on Flight Data Analysis Programmes.
The objective of the Flight Data Analysis Programme is accident prevention
by observing and analysing operational trends in NOK line operations and
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thereby recommend accident prevention measures.
The flight data analysis program shall be non-punitive and contain adequate
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safeguards to protect the sources(s) of the data.
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Definitions
“Flight Data Analysis Programme (FDAP)” shall be taken to mean the
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access recording, retrieval, analysis, storage and use of data from Quick
Access Recorders of any equivalent devices except Flight Data Recorders,
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relating to the performance of the aircraft while under the control of flight
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crew or relating to the performance of flight crew. All data obtained from the
above source(s) shall be used solely for the Flight Data Analysis
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Programme, except as specified in item of the protocol.  
“FDAP Committee” is the committee charge with assessing and
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disseminating relevant information from de-identified FDAP data for the

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purpose of enhancing flight standards and accident prevention. As per

SMM para 16.5.1, the Committee Consist of :
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Safety Manager (PV) as a chair person

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Flight Data Monitoring & Analysis Manager (VF)

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Captain B737-800 and DHC-8-400

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Co-pilot B737-80 and DHC-8-400

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Flight Data Analysis Officer as a secretary

Term of reference
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The FDAP Committee will meet every months to:

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Review all trends and propose any corrective action to be taken.

Determine events which require feedback from crew and follow-up
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action. Flight Standard and Safety Director (OK) will liaise with the
crew concerned. The feedback and action shall be furnished to the
Chairman of the FDAP Committee.
Determine and review the operational envelope as and when the need
arises.
Review any other matters pertaining to FDAP.
The Committee will procedure a two-monthly statistical report of the events
and trends detected by FDAP.
Chapter 14
Where serious deviation(s) from normal operating parameters are

observed, the Committee/pilot representative shall be called to meet to
determine the course of follow-up action.
Administration of Data
The department charged with the handling and control of the FDAP
shall be Flight Operations Department. Flight Standard and Safety
Director (OK) is responsible for the FDAP under the jurisdiction of
Flight Operations, VP (OS)
The processing of flight data, including the collation of data and
statistics is outsourced to external vendors; however the Flight
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Operations, VP always remains responsible for the FDAP program,
including the identification of risk and the strict adherence to the FDAP
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protocols.
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Data obtained for the FDAP shall be de-identified and shall thereafter
remain anonymous.
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Data accessed for the FDAP shall not be used in litigation against any
flight crew. Data obtained from the FDAP shall not be used by the
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Company to monitor individual pilot performance, judgment or
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technical ability in operating any aircraft. This does not preclude the
de-identified information from being used in the interest of Flight
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Safety in forums or as advice and information to all crew.
No request for data by the Company shall be acceded to unless
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agreed upon by Flight Operations, VP or his designate. When such a

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request is granted, data obtained from the FDAP shall not be used by
the Company as a means of seeking out information for the purpose
of disciplining, suspending, discussing or terminating a pilot’s
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employment with the Company.

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Data from the FDAP may be used by the flight crew, upon their
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request, in any civil or criminal proceedings against them. Flight

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Operations, VP shall assist in the retrieval, recording and translating

of the data as required,
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Re-identification of data that has not been used to substantiate

information form incident/accident reports, reports submitted by
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aviation authorities and other sources shall be made only with the
consent of Flight Operations, VP or his designate, an shall be used
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solely for remedial training or advice to the flight crew concerned.

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If an event requires a mandatory incident report submission but none

has been submitted, then Flight Operations, VP or his designate will
request that the pilot in command submits one. A Report submitted
under these circumstances will be treated as if it were submitted
immediately following the event.
If an event clearly warrants a Safety Report (excluding mandatory
incident report event), but none has been submitted, then the Flight
Standard and Safety Director (OK) will request that the pilot in
command submits one. A Report submitted under these
Chapter 14
circumstances will be treated as if it were submitted immediately

following the event.
If a pilot, discovered through the FDAP program, is deemed by Flight
Operations, VP and FDAP Committee to have endangered the aircraft
or its occupants, then the committee may withdraw anonymity to allow
for a safety investigation. The pilot body shall recognize that neither
the company nor the pilot body can condone negligent or dangerous
behaviour and can therefore expect full investigation to be conducted
into such events.
In the cases above (h) and (i), the removal of anonymity will be
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effected by Flight Operations, VP. The pilot(s) concerned will be
advised by Flight Operations, VP that anonymity is being withdrawn
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for any investigative proceedings.
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All software and/or hardware upgrades and/or changes shall not
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contravene the terms of the Protocol.
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Data Analysis
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Flight Data Analysis Program (FDAP) is comprised of two main parts known
as:
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Flight Operational Trend Analysis (FOTA);
FOTA is a system that extracts significant information from the digital
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data recorded on each flight. The system monitors the operation of

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each fleet in a variety of operation aspects. It does not identify any

individual flight in particular but as a possible unsafe operation of the
whole fleet. The limit of classification is set in 3 levels:
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(i) Safety limit Indicates the highest limit acceptable in line

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operations. It should be in accordance or lower than the

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manufacturers' maximum limitations.

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(ii) Operation limit Indicates the level of the pilots' adherence to

Company regulations. This limit should be set according to OM‐
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A/FCOM/AOM when stated.

(iii) Performance limit Indicates the performance of pilots within the
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fleet. It is mainly for training and supervisory purposes. This

limit should be set in order to indicate the probability of pilots
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exceeding the regulation requirements. Therefore, it should be

well within the operational limits where stated in OM‐A or
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FCOM/AOM of that type.

OK is responsible for analyzing the digital data recorded on each
airplane equipped with a FDAU or equivalent component, which is
collected and stored by the Technical Department (PT). All information
gathered or analyzed by OK shall be kept strictly confidential. Only
authorized personnel may have access to the information. Data from
all airplane types gathered by PT should, as much as possible, be
analyzed by OK.
Chapter 14
If a Safety limit has been exceeded, in such a way that is potentially

dangerous, OK may contact the person(s) involved directly or through
chief of the fleet in order to gather more information concerning the
event. The enquiry shall concentrate on the cause of the event and to
find preventive methods. OK should then make a recommendation
and report directly to OS for further action. No punishment can be
imposed on any person(s). If the Safety limit excesses involve the
airplane structure, the maintenance department should also be
informed in order to inspect the airplane.
Flight with Operation Under Risk Assessment (FORA).
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FORA represents flights in abnormal conditions which involve the
performance of the crew. It does not necessarily indicate that the
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condition is caused by them. FORA identifies any flight that exceeds
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a significant limit or a combination of limits which require further
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analysis and corrective actions. For example, flights that are not
stabilized at 500 ft, GPWS activated or hard landing etc.
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FORA is classified in two risk categories:
(i) Category A representing flights that mostly relate to pilot
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performance.   de
(ii) Category B representing flights that relate to outside factors,
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such as mechanical problems or ATC clearance, etc.
FORA also classifies the particular flight with a scale which represents
the level of promptness in response to the event, 10 being the most
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and 1 being the least. For example, if a flight experiences a GPWS

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"Sink rate" warning below 1,000 radio height, according to FORA

definition, the risk scale will be A9 which means that the flight had a
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significant incident which mostly related to pilot performance. The risk

scale detail is as follows:
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A10 ● Abort take-off above V1

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● Initiate take-off without T/O flap

● Stall warning below 2,000 RA
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● GPWS "Too low terrain", "Pull-up" or "Too low gear"

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● TCAS RA
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A9 ● Rate of descent more than 1,400 fpm below 500 RA

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● GPWS "Sink rate"

● GPWS "Don't sink" or IVV less than 0 fpm below 1,000
RA during climb out
● Speed 10 kt less than VA with landing flaps
● High pitch attitude during rotation or landing above safety
limit
A8 ● Speed 35 kt more than VA below 500 RA
Chapter 14
● Bank angle more than 10° below 100 RA

● Rotate speed low
A7 ● Rate of descent more than 1,400 fpm between 1,000–

500 RA
● Rotate speed more than VR 30 kt
● Heading change more than 7° during takeoff or landing
A6 ● Speed 35 kt more than VA between 1,000–500 RA
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● Stall warning above 2,000 RA
● Speed 15 kt less than VP Clean or VA with approach
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● GPWS "Glide slope" or "Too low flaps"
● Excessive VMO/MMO
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● Dual input
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B5 ● G load above 2.0 G during touchdown (hard landing)
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● Late landing flaps below 1,000 RA
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● Glide slope deviation more than 1 dot low below 1,000
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RA
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● Low pitch attitude during landing

● IVV less than 500 fpm during climb out
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B4 ● Go around pitch high above safety limit

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● Bank angle more than 20° between 100–500 RA

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● TCAS TA
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B3 ● Glide slope deviation more than 1 dot high below 500 RA

● Localizer deviation more than 1 dot below 1,000 RA
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● Bank angle more than 35° above 500 RA

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B2 ●Speed 5 kt more than flap placard speed

● Abort T/O below V1
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B1 ● Min fuel landing (landing with fuel less than minimum

setting)
● Engine shut down during flight
● Overweight landing
Notes: In case of any malfunction or a false warning such as GPWS
"Too low gear" during final approach when all gears are
confirmed to be normal, the flight will not be included in FORA.
Chapter 14
Corrective actions will be more towards the Technical

department rather than the crew themselves.
Further action for a FORA would be an inquiry into the details of the flight,
which must be analyzed and corrective actions recommended if OK deems
it necessary.
In case OK requires information to support or clarify an excessive event,
the person(s) involved in the flight may be contacted either directly or
through chief of the fleet. The appointment shall be made in person or by
phone. No legal action may be taken against any person(s) involved based
on the information from such a meeting.
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FORA monthly report should be completed within the following month. A
full report will be forwarded to OS fleet concerned. A de-identified report,
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which does not specify the flight number or date, will be distributed to OS,
OX, PV and PT.
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Line Operation Safety Audit (LOSA) Program
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A LOSA is a formal process that requires trained observers to observe all
flight operations related during regularly scheduled flights to collect safety-
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related data on environmental conditions, operational complexity, and flight
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crew performance. Confidential data collection and non-jeopardy
assurance for pilots are fundamental to the process.
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A LOSA provides unique data about an airline's defenses and
vulnerabilities. LOSA does not replace other safety-data sources such as
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FOQA (Flight Operations Quality Assurance) or ASAP (Aviation Safety

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Action Plan). Instead, it complements these programs and extends the

reach of an airline's safety management system. The data collected during
a LOSA can impact almost every department in an airline, as the following
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examples show. The data collected during a LOSA can help an airline:
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Identify threats in the airline's operating environment;

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Identify threats from within the airline's operations;

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Assess the degree of transference of training to the line;

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Check the quality and usability of procedures;

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Identify design problems in the human/machine interface;

Understand pilots' shortcuts and workarounds;
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Assess safety margins;

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Provide a baseline for organizational change;

Provide a rationale for allocation of resources.
LOSA Steering Committee, same as person of FDAP committee will then
select LOSA Working Group which is normally selected from Safety Expert
and members from the involved departments and shall be appointed by OK.
LOSA Working Group shall perform LOSA steps starting from in-flight
observation and data collection as follows:
Gather information and LOSA resources from other airlines and
industry groups;
Chapter 14
Publicize LOSA within the airline and send a letter to the line pilots;
Decide the focus of the LOSA;
Decide the number of observations;
Create an observation form;
Select observers;
Train and calibrate observers;
Schedule observations;
Decide on a data repository.
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LOSA Working Group shall then perform data analysis and feedback process
as follows:
t
in
Verify the data;
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Analyze data;
or
Prepare report;
Brief management;
d
Brief line pilots; de
Monitor safety change process.
oa
It is recommended that a LOSA observe all 10 characteristics to ensure the
integrity of the LOSA process and the quality of the final product.
nl
The 10 LOSA operating characteristics are:

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Jumpseat observations during normal flight operations.

d
Joint management/pilots' association sponsorship.

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Voluntary crew participation.

d
De-identified, confidential, and non-disciplinary data collection.

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Targeted observation form.

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Trained and calibrated observers.

Trusted data repository.
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Data verification.
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Targets for enhancement.

Feedback results to the line pilots
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The last stage of a LOSA is a written report that presents the overall findings of
the audit. The report should be concise and present the most significant trends
from the data. Along with the results, the report should provide an initial list of
targets for enhancement. Targets need to be action-focused and data driven.
Some targets that might emerge from a LOSA are for example:
Reduce the number of unstabilized approaches;
Streamline pre departure checklists;
Reduce SOP cross-verification errors;
Chapter 14
Understand automation errors on the new fleet;

Investigate conditions at airports X and Y;
Improve management of adverse weather threats;
Investigate high rate of MEL items on the xxx fleet;
Reduce dispatch errors at the hub;
Develop an international flight operations guide;
Develop a module on intentional non-compliance errors for captain
upgrade training.
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Cabin Safety Program
Cabin Safety Program is aimed at minimizing risks to the occupants of the
t
in
airplane. By reducing or eliminating hazards with the potential for creating
pr
injuries or causing damage, cabin safety focuses on providing a safer
environment for the occupants of the airplane. The range of threats to the
airplane and its occupants include:
or
In-flight turbulence;
d
Smoke or fire in the cabin;
Decompression;
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oa
Emergency landings;
Emergency evacuations; and
nl
Unruly passengers.
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The work environment and working conditions for cabin crew are influenced
by a diverse set of human performance issues that may affect how cabin
d
crew respond to threats, errors and other undesirable states.

if
The cabin crew are usually the only company representatives that
d
passengers see while in the airplane. From the passengers' perspective,

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the cabin crew are there to provide in-flight service. From the perspective
of senior management, the cabin crew may have more to do with creating
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a favourable NOK image. From a regulatory and operational perspective,

cabin crew are on board to manage adverse situations that may develop in
on
the airplane cabin and to provide direction and assistance to passengers

during an emergency.
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Following a major aviation accident, investigative attention will likely focus

initially on flight operations. As guided by the evidence, the investigation
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may then expand to include other issues. The triggering event for an
accident rarely begins in the passenger compartment. However, improper
response by cabin crew to events in the cabin may have more serious
consequences. For example:
Incorrect loading of passengers (e.g. weight and balance
considerations);
Failure to properly secure the cabin and galleys for take-off and
landing and in turbulence;
Chapter 14
Delayed reaction to warnings (e.g. of in-flight turbulence);

Inappropriate response to events in the cabin (e.g. electrical short-
circuits, smoke, fumes, or an oven fire); and
Failure to report significant observations (such as fluid leaks, or wings
contaminated by snow or ice) to the flight crew.
With much of the cabin crew members' routine activities focused on cabin
service, extra effort is required to ensure that cabin service is not provided
at the expense of fulfilling their primary responsibilities for passenger safety.
It is essential that training and operating procedures for cabin crew address
the full range of issues that could have safety consequences.
ed
Although ICAO does not require cabin crew to be licensed, Chapter 12 of
t
Annex 6—Operation of Airplane specifies requirements with respect to:
in
Assignment of emergency duties;
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Role during emergency evacuations;
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Use of emergency equipment;
Flight-time and duty-time limits; and
d
Training. de
NOK establishes and maintains an approved training program (including
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recurrent training) to be completed by all persons before being assigned as
cabin crew as stated in OM‐A 5.3. This training is aimed at ensuring the
nl
competence of cabin crew to perform in emergency situations. NOK

ow
establish the cabin crew training program for training of cabin crew
including:
d
Joint training with flight crew in handling of emergencies; and

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Training in assisting flight crew in the event of flight crew incapacitation.

d
NOK also provides training about human performance relating to

passenger cabin safety duties including flight crew-cabin crew coordination
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and on human factors in teams with an emphasis on working in the cabin

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environment communication and coordination aspects, as well as handling

abnormal events. Recognizing the challenge of initiating a cabin safety
program, flight operations developed a systematic approach to the
on
management of cabin safety.

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Chapter 14
Cabin safety standards

Safety inspections, safety surveys and safety audits are tools that can be
used to ensure that requisite cabin safety standards are being maintained.
Once an operator is certificated, cabin safety standards may be confirmed
through an ongoing program of:
Airplane inspections (e.g. emergency exits, emergency equipment,
and galleys);
Pre-flight (ramp) inspections;
In-flight cabin inspections (e.g. passenger briefings and
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demonstrations, crew briefings and use of checklists, crew
communications, discipline, and situational awareness);
t
in
Training inspections (e.g. facilities, quality of instruction, and records);
and 
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Base inspections (e.g. crew scheduling, dispatch, safety incident
or
reporting and response), etc.
A Company's internal safety audit program should include the cabin crew
d
department. The audit process should include a review of all cabin
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operations, as well as an audit of cabin safety procedures, training, the
cabin crew's operating manual, etc.
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Incident/Accident Investigation
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Data obtained from FDAP may be used by the Company for safety
investigation and to substantiate or follow-up on information from safety
ow
reports and reports submitted by Aviation authorities only. Under these

circumstances, the flight data is no longer part of the FDAP program and is
d
no longer subject to the restrictions on confidentiality. Any other report(s)

shall be inadmissible for the purposes describe under clause.
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Information Dissemination
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A summary of all events reviewed and their feedback will be published in

flight operations official letter or the periodic issues of Flight Safety
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Document if applicable.
The FDAP Committee meets monthly to review FDAP events and other
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matters related to FDAP.

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For further information, please refer to Safety Management Manual

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Chapter 14
FLIGHT SAFETY DOCUMENT
Flight Safety Document System

Flight Safety Documents System means a set of interrelated documentation
established by the company, compiling and organizing information
necessary for flight and ground operations, comprising as a minimum, the
operations manual and the company’s control manual
The development of a flight safety documents system is a complete
process, and changes to each document compromising the system may
affect the entire system. The operational documents are to be consistent
ed
with each other, and consistent with regulations, manufacturer
requirements, and Human Factors principles. It is also necessary to ensure
t
consistency across departments as well as consistency in application.
in
Hence, the emphasis on an integrated approach, based on the notion of the
pr
operational documents as a complete system.
Organization
or
A flight safety documents system should be organised according to criteria
which are essential to provide easy access to information required for flight
d
and ground operations contained in the various operational documents
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comprising the system, as well as to manage the distribution and revision
of operational documents.
oa
Information contained in a flight safety documents system should be
nl
grouped according to the importance and use of the information, as follows:

ow
time critical information e.g. information that can jeopardise the safety
of the operation if not immediately available e.g. Flight Staff
Instructions, Internal Notice To Airman (INTAM), changes to flight
d
manual that are made mandatory or approved by the CAAT.

if
time sensitive information e.g. information that can affect the level of
d
safety or delay the operation if not available in a short time period.

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frequently used information e.g. Operations Manual, Operator’s

Policies, QRH etc.
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reference information, e.g. information that is required for the

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operation but does not fall under (b) or (c) above; and
information that can be grouped based on the phase of operation in
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which it is used.
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Time critical information should be placed early and prominently in the

flight safety documents system.
Time critical information, time sensitive information, and frequently
used information should be placed in cards and quick-reference
guides.
Chapter 14
Validation
The flight safety documents system should be validated before deployment,
under realistic conditions. Validation should involve the critical aspects of
the information use, in order to verify its effectiveness. All flight safety
documents shall be reviewed and approved by OS-VP prior distribution.
Design
A flight safety documents system should maintain consistency in
terminology, and in the use of standard terms for common items and
actions.
ed
Operational documents should include a glossary of terms, acronyms and
their standard definition updated on a regular basis to ensure access to the
t
most recent terminology. All significant terms, acronyms and abbreviation
in
included in the flight documents system should be defined.
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A flight safety documents system should ensure standardisation across
documents types, including writing style, terminology use of graphics and
or
symbols, and formatting across documents. This includes a consistent
location specific types of information, consistent use of units of
d
measurement and consistent use of codes.
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A flight safety documents system should include a master index to locate,
in a timely manner, information included in more than one operational
oa
document.
nl
Note: The master index must be placed in the front of each document and
consist of no more than three levels of indexing. Pages containing abnormal
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and emergency information must be tabbed for direct access.

A flight safety documents system could comply with the requirements of the
d
NOK’s quality system, where applicable.

if
Deployment
d
NOK shall monitor deployment of the flight safety documents system, to

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ensure appropriate and realistic use of the documents, based on the

characteristics of the operational environment and in a way which is both
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operationally relevant and beneficial to operational personnel. This

monitoring shall include a formal feedback system for obtaining input from
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operational personnel.
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Amendment
NOK shall develop an information gathering, review, distribution and
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revision control system to process information and data obtained from all
sources relevant to the type of operation conducted.
Note: Aircraft manufacturers provide information for the operation of
specific aircraft that emphasises the aircraft systems and procedures under
conditions that may not fully match the requirements of operators.
Operators shall ensure that such information meets their specific needs.
Operators shall develop an information gathering, review and distribution
system to process information resulting from changes that originates within
the company, including:
Chapter 14
changes resulting from the installation of new equipment;

changes in response to operating experience;
changes in The company’s policies and procedures;
changes in The company certificate; and
changes for purposes of maintaining cross fleet standardisation.
A flight safety documents system shall be reviewed:
at least once a year;
after major events (mergers, acquisitions, rapid growth, downsizing,
ed
etc.);
after technology changes (introduction of new equipment); and
t
in
after changes in safety regulations.
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NOK shall develop methods of communicating new information. The
specific methods should be responsive to the degree of communication
or
urgency.
d
Note: As frequent changes diminish the importance of new or modified
procedures, it is desirable to minimise changes to the flight safety
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documents system.
oa
New information shall be reviewed and validated considering its effects on
the entire flight safety documents system.
nl
The method of communicating new information shall be complemented by

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a tracking system to ensure currency by operational personnel. The

tracking system should include a procedure to verify that operational
personnel have the most recent updates.
d
if
d
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Chapter 15
Supplementary Data
15 SUPPLEMENTARY DATA
FLIGHT PERFORMANCE
The following are performance meet at least the requirements set up by the
CAAT on the basis of the ICAO recommendations, the FAR and JAR. Some
of the definitions given below are condensed, whereas the whole contents
can be found completed in ICAO Annex 6 and 8 and FAR Part 25.
The performance data valid for each aircraft type, e.g. speeds, weight
limitations etc. are published in the respective approved by CAAT.
ed
When showing compliance with the requirements, due account shall be
taken of aircraft configuration, environment conditions and the operation of
t
in
aircraft systems having adverse effect on performance. For details, see
each individual requirement.
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For actual performance calculation consult with FCOM/AOM.
or
Characteristic Speeds
(i) MIN CONTROL SPEED (VMC)
d
 MIN CONTROL SPEED ON GROUND (VMCG)
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Min Control Speed on Ground (VMCG) is defined as the
oa
minimum speed at which Directional control on ground can
be recovered and maintained under the following
nl
conditions:
 Sudden engine failure on the most critical engine
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 Takeoff thrust on the remaining engine (s)

 Flaps in the smallest takeoff position
d
 Control maintained by rudder only


if
Certification based on a dry RWY and disconnected

rudder pedal nose wheel steering to simulate icy
d
runway.
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 VMCG determines the lowest V1 (NH) to be used.

(ii) MIN CONTROL SPEED AIRBORNE (VMCA)
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 Min Control Speed Airborne (VMCA) is defined as the

on
minimum speed at which Directional control can be

recovered and maintained in the flight under the following
nc
conditions:
 Sudden engine failure on the most critical engine
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 Takeoff thrust on the remaining engine (s)

 Flaps in the smallest takeoff position
 Landing gear up
 Zero yaw or an angle of bank not in excess of 5°.
 VMCA is used in determining VR and V2 (NL).
Caution: It should be remembered that the change of heading, due
to a sudden engine failure, may be as much as 20°before normal
reaction brings the aircraft back to its original heading. Furthermore,
it should be noted that the stall speed at higher weights may exceed
the minimum control speed.
Chapter 15
Supplementary Data
(iii) FACTORS AFFECTING VMCG AND VMCA

Factors decreasing the takeoff thrust will automatically lower the
minimum control speeds. Thus, the minimum control speed will
decrease with increasing airport elevation and/or OAT. In
addition, VMCG is affected by wheel-to-RWY friction, i.e. by
braking action and VMCA by angle of bank toward the operating
engines. When banking is used, VMCA is also affected by gross
weight. The minimum control speeds in FCOM or AOM are
conservatively given for the highest permissible takeoff thrust.
Minimum control speeds used by Takeoff Data Computer are
based on the actual conditions and may be lower than those
ed
given in FCOM or AOM.
(iv) VMCAVS ANGLE OF BANK
t
in
The effect of up to 5°banking in a straight flight toward the
operating engine (s) is normally used by the manufacturer in the
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certification of VMCA. The lift component resulting from this
banking assists directional control. The higher the weight the
or
larger the assistance from a given bank angle. Normally a
conservative VMCA covering all weights is published. However,
d
VMCA for control affecting systems inoperative may be published
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versus gross weight. The 5° bank gives a lower V MCA than for
wings level flight. Consequently, for wings level flight, the V MCA
oa
will be higher than the certified VMCA which is published in FCOM
or AOM.
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Fig 4.1.1.1 VMCA VS Angle of bank

Although the published VMCA is based on 5°bank, our initial climb
procedure after an
Engine failure (without additional failure of systems) calls for
wings level.
Chapter 15
Supplementary Data
The reason for this discrepancy is because VMCA problems

normally only occur at low takeoff weights. At high weights, V MCA
is overruled by the stall speeds and the directional control can
be maintained with wings level, practically without any side
slipping.
Consequently, the wing level technique is used because more
emphasis is placed upon aircraft climb performance at high
weight. At low weights, the performance capability is normally in
excess of that desired, so favorable bank angles may be used
for heading control if necessary.
ed
In summary, VMCA is not approached when performance
requirements are critical (high weights) and therefore,
t
approximately wing level attitude is desired. When directional
in
control requirements are critical (low weights), performance
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requirements are not critical and favorable banks may be made.
The possibility to assist heading control with banking should be
or
kept in mind, especially in low weight, even though our normal
procedure calls for wings level.
d
On the other hand, the bank toward the operating engine(s) must
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not be exaggerated. Above 5°bank, the reduction in V MCA per
degree of bank is smaller, and at 8-10bank, VMCA starts to
oa
increase rapidly due to the start of flow separation at the vertical
tail due to sideslip. A slightly higher bank angle can result in
nl
vertical tail stall and consequently loss of control. The above

ow
phenomenon is illustrated in Fig. 4.1.1.1.

(v) CRITICAL ENGINE FAILURE SPEED (VEF)
d
VEF is the speed at which the critical engine is assumed to fail

when determining the required takeoff runway length.
if
(vi) DECISION SPEED/ ACTION INITIATED SPEED (V1)

d
V1 is the speed at which, for the purpose of determining the

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required takeoff runway length, engine failure is assumed to

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occur and be recognized, and action initiated by V1. Even though

V1 is frequently called a “decision speed” or “critical engine
failure recognition speed" it may be more appropriate to call it an
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"ACTION INITIATED SPEED". Thus, for the calculation of

required runway length, the engine failure is assumed to occur 1
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sec before V1.

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The reaction time is defined as the time from engine failure to

first pilot action to stop the aircraft, which normally is the
application of wheel brakes. This implies that the reaction time
includes recognition and decision making. At V1, in a runway
limited takeoff, it should be possible to either:
Reject the takeoff and stop at the end of the runway (or end of
stop way if applicable), provided the physical stopping process
is initiated no later than at V1 and provided that the required pilot
actions are accomplished within the assigned times. The time
assigned for these actions is normally the times demonstrated
Chapter 15
Supplementary Data
during certification plus 2 sec (typically a total of 3-4 sec), or

Continue the takeoff and reach 35 ft and V2 speed at the end of
the runway (or end of clearway if applicable), provided the
engine failure occurred no earlier than 1 sec before V1. If the
engine failed earlier, a continued takeoff will result in less than
35 ft at the runway end.
Note: For the definition of stop way and clearway
Normally V1 is so determined that the distance required to stop
from V1 is equal to the distance required to continue from V1 to
a point 35 ft above the runway. A V1 so determined is called “V1
ed
for balanced takeoff" and will normally result in the shortest
required runway length. To achieve balanced takeoff, it is
t
in
necessary to vary V1 with TOW, slope, elevation etc.
pr
If V1 is selected in such a way that the distances to stop or to
continue to 35 ft above RWY end are unequal the takeoff is said
or
to be unbalanced. In some special cases this may permit higher
TOW than balanced takeoff. Typically, unbalanced takeoff is
d
utilized on runways with stopway and/or clearway. However, not
de
all aircraft are certified for unbalanced takeoff.
V1 shall always be calculated for the actual takeoff weights.
oa
When the actual takeoff weight is lower than the runway limited
takeoff weight it is possible to calculate a range of permissible
nl
V1. The lowest V is then limited by the requirements that a

continued takeoff must result in at least 35 ft at the runway
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(clearway) end and thatV1 must not be less than V MCG. The
highest V1 is limited by the requirements that a rejected takeoff
d
shall be stopped by the end of the runway (stopway) and that

if
V1 must not be higher than VR. For more detailed rules.

d
Caution
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In the certification, stopping form V1 is based on the most

efficient wheel braking on a dry runway without credit taken for
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reversing. The performance in an actual accelerate-stop case

may differ from the demonstrated performance due to a number
on
of reasons such as worn or lost brakes, excessive pilot reaction

time, etc. The beneficial effect of reversers is very small on top
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of Max braking on dry runway. Thus, stopping form V1 at a

runway length limited weight is a very critical task. At the runway
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length limited weight; a continued takeoff after an engine failure

occurring earlier than 1 sec before V1 will result in less than 35
ft at the runway (clearway) end. Although this is often a safer
course of action in case of doubts, it must be realized that
continued takeoffs from engine failures at less thatV1 - 10 kt (for
2 and 3- engine) aircraft) and V1 - 20 kt (for 4-engine aircraft) will
result in the aircraft not airborne at the runway end. Furthermore,
continued takeoffs with engine failure must not be attempted
from speeds less than VMCG.
Chapter 15
Supplementary Data
The rules for decision making relative to V1 in connection with

malfunctions during Takeoff roll can be found.
REDUCED V1
In connection with reduced braking action, as a wet runway, a
rejected takeoff close to V1 becomes even more critical as
described above. For such cases, a reduced V1 can be used to
transfer safety margin from the continued takeoff case to the
rejected case to better balance the margins between the two
options.
The reduced V1 is based on reaching 15 ft height at the end of
ed
the runway (clearway). Obstacle clearance is reduced by 20 ft.
When V1 is based on 15 ft at the runway end, a continued
t
in
takeoff from an engine failure at speeds less that V1 - 5 kt may
result in no liftoff before runway end. Reduced V1 can be used
pr
on wet runways and on contaminated runways when
contamination is not affecting acceleration (ice and compacted
or
snow).
For contamination affecting acceleration, reduced V1 can be
d
used only if the gross weight corrections are designed to
de
consider V1 reductions. Otherwise the contamination may
degrade acceleration, so the aircraft will not liftoff before the end
oa
of the runway. See the respective AOM.
nl
(vii) ROTATION SPEED (VR)

VR is the speed at which, for the purpose of determining the
ow
required takeoff runway length, rotation of the aircraft is initiated.

Rotation in this case equals rotation around the lateral axis of the
d
aircraft, or, in fact, changes from ground roll attitude to flight

attitude. VR must be determined not to be less than:
if
 V1
d

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1.05 times VMCA

 The speed which permits the attainment of V2 prior to
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reaching 35  ft height above the takeoff surface.

 The speed, at which if Max practical rate of rotation is used,
on
will result  in a liftoff speed not less than 1.10 and 1.05
times the min liftoff (or unstick) speeds demonstrated for
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all-engine takeoff and one-engine inoperative takeoff

respectively.
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 Furthermore, it must be demonstrated that the one-engine

inoperative distance to 35 ft, rotation initiated at V R- 5 kt
does not exceed the corresponding one with rotation
initiated at VR. In practice, VR is used in all takeoffs for the
start of rotation.
Caution: It is very important to rotate the aircraft as closely to
VR as possible. A too-early rotation will increase the drag, thus
reducing acceleration so it may be difficult to lift off and to reach
V2 within reasonable time and/or to clear obstacles.
Chapter 15
Supplementary Data
Too-late rotation may also reduce obstacle clearance due to the

longer TOD. See Fig. 4.1.1.2.
t ed
Fig 4.1.1.2
in
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(viii) TAKEOFF SAFETY SPEED (V2)
V2 is the speed used in determining the required takeoff
or
performance during the initial Climb. In these calculations, V2
should be reached prior to attaining the height of 35 ft above the
runway surface (see Fig. 2.) Thus, V2 is used in determining:
d

should be attained  
de
T he required takeoff distance, prior to the end of which V2
oa
 The climb requirement limitations
 The obstacle clearance limitations.
nl
 Furthermore, V2 shall not be less than:

ow
 times VMCA
 times the stall speed
d
 VR plus the increment in speed attained prior to reaching

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the height of  35 ft above the runway surface.

d
 In practice, V2 should be used as a climb out speed in case

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of and engine failure until the aircraft has attained a safe

height above obstacles in the climb direction. Furthermore,
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normal takeoff procedures are based on speeds V2 +10 kt

or depending on aircraft type.
on
 Especially on 2 aircraft, the climb speed must be kept down

to avoid any part of the all- engine flight path from coming
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below the 1-engine inoperative flight path (see Fig. 4.1.1.3).

This is covered by the procedures published in FCOM,
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AOM and RM.
Chapter 15
Supplementary Data
t ed
in
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or
Fig 4.1.1.3
Caution: Flying at a speed below V2 will result in a considerable loss
d
in
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climb performance and may create problems regarding
stall (see Fig. 4.1.1.4).
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Fig 4.1.1.4
INCREASED V2
Chapter 15
Supplementary Data
From the previous discussion and Fig. 4.it can be seen that a V2,
based on a higher percentage above stall is advantageous from a
takeoff climb requirement point of view. However, a higher V2 will
result in a greater RWY-length requirement.
The above method is used to improve climb requirement limited TOW
(second segment) for all type of aircraft.
(ix) FLAP AND SLAT RETRACTION SPEED

 VFL UP= Min speed for selecting flaps up
 VFL 9, VFL 18, etc = Min speed for selecting flaps 9, 18 etc
ed
 VSI in= Min speed for selecting slats in
 These speeds are transition speeds, i.e., the speed shall
t
in
normally be allowed to increase during the retraction.
 VClean= Min climb speed with the aircraft in clean
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configuration.
or
(x) MAX OPERATING LIMIT SPEED AND MACH NUMBER (VMO/
MMO)
d
 VMO is limited by structural requirements and MMO is limited
by the high speed aerodynamic. de
 VMO/ MMO are the Max operational speed and shall not be
oa
deliberately exceeded in any regime of flight.
(xi) ROUGH AIRSPEED
nl
 Rough airspeed is the speed which should be used in

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connection with severe Turbulence

(xii) SPEED FOR MAX RANGE
d
Speed for Max range is the speed which the quotient Ground
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Speed/Fuel Flow is at its maximum. This quotient is called

Specific Range and it indicates the number of NM flown per a
d
given amount of fuel. As the ground speed is involved in the

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above quotient, IAS for Max range is affected by the wind

component. However, because of high en-route speeds, this
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effect can, for practical purpose, be disregarded. As the Long-

Range Cruise (LRC) procedure is based on a speed resulting in
on
a range 99% of Max range in no wind and is about 100% range

in 100 kt headwind. The speed for Max range for practical use =
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long-range cruise speed.

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(xiii) SPEED FOR MAX ENDURANCE

Speed for Max endurance is the speed for Max flight time, i.e.
speed for minimum fuel consumption. On jet aircraft this is a
speed slightly lower than the minimum drag speed. To obtain a
reasonable cruise speed stability (see para 3.13), and a margin
of 40-50% above stall, the holding speed is higher than Max
endurance speed. Thus, holding speed is normally in the region
of minimum drag speed or even close to VL/D Max. This holding
speed is then, for practical purposes also used as speed for Max
endurance. The difference in endurance is negligible. Aircraft
Chapter 15
Supplementary Data
with auto throttle and Flight Management System can be flown

closer to the true Max endurance speed. The holding speed is
equal to the true Max endurance speed at higher altitudes but is
kept slightly high at lower altitude to keep it at least equal to
VClean.
 VL/D Max= Speed for Max glide
 = The speed at which the relationship between lift (L) and
drag (D) has its maximum.
 = The speed is mainly used for obtaining Max climb
gradient
ed
(xiv) CRUISE SPEED STABILITY
The flatter the slope of the curve in Fig. 4.1.1.5 Is, the lower the
t
in
speed stability becomes. In the flat slope range, a small increase
in drag due to turbulence, people walking in the cabin, etc. or
pr
thrust loss, means a large decrease in speed. At the same time,
the available excess thrust to accelerate the aircraft is very small
or
for a given fixed throttle setting. It is impossible to give an exact
min speed for cruise speed stability. However, based on
d
experience, manufacturers have given such speed as guidance
de
in their manuals. For B737 this speed is normally at least 10- 15
kt below LRC
oa
nl
owd
if
d
lle
tro
on
nc
U
Fig 4.1.1.5
Chapter 15
Supplementary Data
(xv) BUFFET ONSET SPEED

There are two buffet onset speeds-low speed buffet and high-
speed buffet. The two buffet speeds arise from two related but
somewhat different conditions:
 The low speed buffet or stall buffet is related to the effect
of Mach number reducing the Max lifts capability of the
wings. This means that the stall buffet speed and also the
10-20 kt lower stall speed will increase with increasing
altitude provided the speeds are in Mach region affecting
the max lift capability.
ed
 The high-speed buffet is related to the growth of shock
waves on the wing and the unsteady air flow associated
t
with shock movement.
in
(xvi) STALL SPEED (VS)
pr
The stall speeds, given in FCOM or AOM are based on:
For B737
or
 Engines idling or zero thrust (negligible effect on stall
speed).
d


de
CG in the most unfavorable position (forward limit).
The aircraft trimmed for a straight flight at a speed between
oa
1.2 and 1.4 VS
 The approach to stall made with an elevator position
nl
resulting in a speed reduction of max 1 kt/sec.

ow
There are two definitions of stall speed. For most purposes the
difference can be disregarded, and reference is made to "stall
speed" (VS) only. For certification purposes, it is important to
d
distinguish between minimum stall speed (VS Min) and one g stall
if
speed (VS1g)
d
 VS Minis the minimum speed obtained during the stall

lle
maneuver. When this speed is reached during the stall

deceleration, the aircraft has already started to sink through
tro
and is flown at a load factor less than 1 g, which gives a

stall speed less than the speed obtained at 1 g but not less
on
than 94% of VS1g. For conventional aircraft types, VS Minis

used in the certification as a basis for other speeds and is
nc
generally referred to as VS.

 VS1gis the speed at which the aircraft is first observed to
U
start sinking through during stall deceleration. This occurs

at a speed higher than VS Min. For newer aircraft types,
VS1gis used in the certification instead of VS Min.
 Stall margins are not affected by the type of stall speed
definition.
 For example,
 V2 (NL) = 1.20 VS Min, VS Min= 0.94 VS1g, so V2 (NL) = 1.20
x 0.94 = 1.13 VS1g,
Chapter 15
Supplementary Data
 The stall speed increases with the increasing air load

supported by the wings. Thus, the stall speed will increase
with:
 Increasing gross weight  
 Increasing vertical acceleration obtained, for instance, in a
go-around, a turn, or encountering up-gusts, i.e.
turbulence.
 Fwd CG compared to aft CG, normally; there is a negative
load on the horizontal tail. At forward CG, this negative load
as well as the required lift of the wings increases. This
ed
increases the stall speed and also the drug.
 Ice on the aircraft and especially on the upper wing
t
surfaces resulting in a less  efficient airfoil with reduced lift
in
capability, increased gross weight and increased drag.
pr
For DHC 8-400
or
This speed is established with a load factor less than 1g.
d
It is used as a reference for all operational speeds (Vsr).
 de
Vsr varies with flaps setting and aircraft mass
 1.23 Vsr is a minimum speed for all flap setting or the
oa
appropriate airspeed for icing conditions or system failures
if applicable
nl
 1.23 Vsr is also considered as best glide speed and

ow
maximum continuous rating for single engine operation

 Multiple of Vsr are also considered as a maximum speed
d
in some case of system failures.

(xvii) REFERENCE SPEED (VREF)
if
VREF is a reference speed used to derive other speeds for

d
different phases of flight by adding of fixed increments. The

lle
amounts to be added are stated in respective FCOM or AOM.

Some aircraft types do not use VREF but refer to other speeds
tro
individually such as VTH. Normally VREF = 1.3 VS, (1.23 VS1g) but
may for certain aircraft types be increased in order to provide
on
sufficient maneuver margins for all the derived speeds. When

VREF is used without additional flap suffix, it is based on the full
nc
landing configuration. Occasionally, it is necessary to use V REF

based on another flap setting. In such cases the configuration is
U
always indicated as a suffix (e.g. VREF20). Landing runway length

requirements are based on VREF at 50 ft over the runway
threshold.
(xviii) THRESHOLD SPEED (VTH)
For aircraft not using VREF, the landing runway length
requirements are based on VTH At 50 ft over the runway
threshold, VTH= 1.3 VS. This is the recommended speed over the
runway threshold.
Chapter 15
Supplementary Data
(xix) APPROACH AND LANDING CLIMB SPEEDS

The speeds used to demonstrate in compliance with the
approach and landing climb Requirements in connection with the
authority certification. As these speeds are not used in any
practical procedure, they are not published in FCOM or AOM.
TAKEOFF
(i) GENERAL
The Max takeoff weight for different airports and runways used
are usually obtained from the Gross Weight Chart (GWC).
However, for airports and takeoff conditions not given in the
ed
GWC, the Max takeoff weight must be calculated from the charts
in FCOM or AOM. The Max takeoff weight is limited by
t
requirements and limitations concerning:
in
With regard to the airport and ambient conditions
pr
 Runway length
or
 Obstacle in the climb out direction
 Takeoff climb capability
d
 Max brake energy
 Max tire speed
de
 Runway bearing strength (Ref RM/Airport Directory).  With
oa
regard to the aircraft only
nl
 Max certified takeoff weight (often limited by aircraft

structure).  With regard to the route
ow
 Terrain en-route (service ceiling)


d
Landing weight at destination

The GWC, FCOM and AOM takeoff charts are based on the
if
certified performance documentation for the aircraft type, which

d
gives the highest permissible takeoff weight observing the above

lle
requirements.
(ii) RUNWAY LENGTH REQUIREMENTS (BALANCED
tro
TAKEOFF)
The required takeoff runway length is equal to the longest of the
on
following three Distances (see Fig. 4.1.1.6):

nc
ALL-ENGINE GO DISTANCE
115% of the distance required accelerating, rotating at VR, lift off
U
and reach a height of 35 ft above the runway with all engines

operating. V2 (NL) to be reached no later than at 35 ft.
ENGINE-OUT GO DISTANCE  The distance required to
accelerate with all engines operating, have one engine fail at
VEF, at least 1 sec before V1 (NH), continue the takeoff, rotate at
VR, lift off and reach a height of 35 ft above the runway at V2
(NL) speed.  
ACCELERATE-STOP DISTANCE (ASD)  The distance
Chapter 15
Supplementary Data
required to accelerate with all engines operating, have one

engine fail at VEF at least 1 sec before V1 (NH), recognize the
failure, initiate the RTO at V1 (NH), and bring the aircraft to a
stop using maximum wheel braking with spoilers extended.  The
longer of A and B above is referred to as the Takeoff Distance
(TOD). TOD is normally limited by the engine-out case. In the
takeoff diagrams, the limiting runway requirement is always
considered.
t ed
in
pr
or
d
de
oa
nl
ow
d
if
d
lle
tro
Fig. 4.1.1.6
on
The required runway length for a given gross weight is the longer
of TOD and ASD. Both TOD and ASD are affected by the
nc
selection of V1 (NH). With a low V1 (NH), ASD is short, but TOD

is short, but ASD is long and along runway is required also in the
U
case. The Minimum required runway is obtained when

TOD=ASD (see Fig.4.1.1.7). Such a condition is called
"balanced takeoff".
Chapter 15
Supplementary Data
t ed
in
pr
or
d
Fig 4.1.1.7
de
(iii) RUNWAY LENGTH REQUIREMENT WITH CLEARWAY AND
STOPWAY (UNBALANCED TAKEOFF)
oa
 DEFINITIONS
CLEARWAY (CWY) An area beyond the runway end,
nl
which is under ATC control and is free from obstacles

ow
above a plane sloping 1.25% uphill with a width of 75 m on

each side of the extended RWY centerline. A clearway
does not have to be roll able and can consist of, e.g. a  
d
water area.
if
STOPWAY (SWY) An area beyond the runway end, which

d
the aircraft can  use this as additional retardation distance

lle
in case of rejected takeoff. The surface must be such, that

no damage occurs to the aircraft and it must be of the same
tro
width as the runway end.

TAKEOFF RUN (TOR) A distance used in connection with
on
clearways. The definition of TOR is similar to the definition

of TOD (see para 4.2.), except that TOR extends to the
nc
point where the aircraft is midway between liftoff and the

point where 35 ft is reached.
U
Chapter 15
Supplementary Data
ed
Fig 4.1.1.8
TAKEOFF RUN AVAILABLE (TORA) The length the
t
in
normal runway (excluding CWY and SWY).
pr
TAKEOFF DISTANCE (TOD)
TAKEOFF DISTANCE AVAILABLE (TODA) The length of
or
the normal runway plus clearway. The included CWY
distance must not exceed half TORA.
d
ACCELERATE-STOP DISTANCE (ASD)See para 4.2.
de
ACCELERATE-STOP DISTANCE AVAILABLE (ASDA)
oa
The length of the normal runway plus stopway.
nl
d ow
if
d
lle
tro
Fig 4.1.1.19
on
In connection with clearways and stopways it is required

nc
that TOD TODA and ASD ASDA. Furthermore, it is

required that TOR TORA, i.e. at least half the airborne
U
distance to 35ft must be over normal runway. The latter

requirement will impose a limit on the maximum usable
CWY. Normally, Max usable clearway is in the order of 200
m.  
 UNBALANCED TAKEOFF
When there is a clearway and/or stopway, the available
distance for accelerate-stop (ASDA) and accelerate-go
(TODA) can be of different length. To maximize the
Chapter 15
Supplementary Data
permissible takeoff weight on such a runway, it is

necessary to select a V1 (NH) giving different ASD and
TOD. Compare Fig 4.1.1.7. A, low V1 (NH) is used when
clearway is longer than stopway. A high V1 (NH) is used
when stopway is longer than clearway. Such takeoffs are
called unbalanced.
 UTILIZING CLEARWAY AND STOPWAY IN GROSS
WEIGHT CHART
Some aircraft types are not certified for unbalanced takeoff.
For such aircraft, clearway and stopway can be utilized only
ed
when they are available simultaneously. The shorter of
clearway and stopway is the regarded as a runway
t
extension. For aircraft which are certified for unbalanced
in
takeoff, the utilization of this capability varies. The standard
pr
GWC format and Speed Booklets are based on balanced
takeoff and V1 (NH) corrections for unbalanced takeoff are
or
provided only as exceptions.
For some runways, and area in front of the official
d
beginning of the runway is declared usable for daily
de
operation. If such an area is used in the takeoff weight
calculation, it is labeled "UNDERRUN" and treated as a
oa
runway extension.
 FACTORS AFFECTING REQUIRED RUNWAY LENGTH
nl
TAKEOFF WEIGHT
ow
The required takeoff runway length increases with the

increasing takeoff weight due to the higher speeds required
d
and the slower acceleration and deceleration associated

with the higher weight.
if
ALIGNMENT DISTANCE
d
lle
When lining up for takeoff, some distance of the available

runway is lost behind the aircraft. Furthermore, the required
tro
runway lengths do not consider the length of the aircraft

which in a theoretical accelerate-stop scenario would result
on
in the nose wheel overrunning the beginning of the runway

even if main wheels were positioned on the edge of the
nc
runway before takeoff.

To compensate for these factors, a correction for alignment
U
distance is mandatory. The magnitude of the correction

varies depending on aircraft geometry and the type of
runway entry (straight in, 90 °entry, or backtrack with U-
turn).
When utilizing GWC, this correction is included in the
published numbers. When Calculating Max takeoff weight
from AOM, the available runway length must be reduced
with a number published in the FCOM or AOM.
Chapter 15
Supplementary Data
PRESSURE ALTITUDE
The lower air density at higher pressure altitudes requires
higher TAS to reach a given IAS and thus a longer
acceleration distance to V1 (NH) and V2 (NL). With higher
TAS at V1 (NH), the stopping distance from V1 (NH)
increases. Engine thrust is also often reduced with
increasing pressure altitude.
Together, these effects result in longer required runway for
a given takeoff weight. Correction for this effect is
mandatory and can be made either:
ed
 by directly using pressure altitude in the takeoff data
calculation, or
t
in
 by using airport elevation, a correction for QNH.
AIRPORT ELEVATION
pr
See pressure altitude.
or
RUNWAY SLOPE
Correction for slope is mandatory. Uphill slope results in
d
increased and downhill slope in decreased required
de
runway length. The runway slope is calculated as the
difference between the highest and the lowest point of the
oa
runway, expressed in percentage of the Runway length.
Thus, runways with approximately equal elevation at both
nl
ends and with the highest or the lowest point there between
ow
are calculated as uphill slope in both directions.

For runways with variable slope, the average slope is
d
calculated in a conservative way, sometimes resulting in

different uphill and downhill slope figures for the two
if
runway directions. It must be recognized, that actual

d
aircraft performance on a runway with variable slope may

lle
differ from the performance on a runway with even slope.

tro
WIND
Correction for wind is mandatory. A headwind component
on
will decrease, and a tailwind component will increase the

required takeoff runway length. In accordance with the
nc
requirements, 50% reported headwind and 150% reported

tailwind component used in the calculation of the wind
U
correction are given in the FCOM or AOM diagram and

GWC.
TEMPERATURE (OAT)
Correction for OAT is mandatory. Increased OAT results in
the increased required runway length due to higher TAS for
the takeoff speeds given in IAS and, above the flat rating
temperature of the engines, also reduces thrust.
QNH DEVIATION FROM 1013.2 HPA
Chapter 15
Supplementary Data
For takeoff weight calculation, see Pressure altitude.
WET AND CONTAMINATED RUNWAY

Correction for wet and contaminated runways is
mandatory. Standing water, slush  and snow increase the
acceleration distance. Reduced braking action increases
the stopping distance.
REVERSE THRUST
 ON DRY RUNWAYS
ed
The effect of reverse thrust in not included in the certified
t
runway length requirements. Reverse thrust will, therefore,
in
create a performance margin in a rejected takeoff.
pr
However, the effect of reverse thrust on dry runway in
small, typically 40-50 m for a two-engine aircraft at high
or
TOW. No correction is required if reverse thrust is
inoperative on a dry runway.
d
 ON WET AND CONTAMINATED RUNWAYS
de
The effect of reverse is included in the required runway
corrections. Thus, further correction is required if reverse
oa
should be inoperative. At low braking actions, reverse
thrust constitutes a greater part of the available stopping
nl
force and the deference in stopping distance between no

ow
reverse and maximum reverse can be considerable.

Reverse thrust has greatest effect at high speeds and high
d
N1. Thus, the greatest stopping effect is achieved when

maximum reverse thrust is applied as soon as possible
if
after initiating a rejected takeoff.

d
TAKEOFF FLAP SETTING

lle
Flap setting must be considered when calculation required

tro
runway length. A larger takeoff flap setting results in a

shorter runway length due to the lower stall speed and thus
lower liftoff speed. A disadvantage of using a larger flap
on
setting is the reduction of climb gradient. (See Fig.

4.1.1.10).
nc
U
Fig 4.1.1.10
IMPROVED CLIMB
Certain aircraft types are certified for operation at variable
Chapter 15
Supplementary Data
V2 (NL) speeds higher than the minimum V2 (NL). Such

operation improves the climb performance but the
acceleration to the higher V2 (NL) calls for a longer
required runway. Thus, improved climb is useful when
excess runway is available, and the takeoff is limited by
climb requirement or distant obstacles. When data for
improved is published in GWC the effect on required
runway is considered in the published numbers.
TAKEOFF THRUST
Static or rolling takeoff thrust setting has little effect on the
ed
takeoff performance and does not affect the required
runway. Certified takeoff weights are normally valid for both
t
thrust setting methods. Reduced (derated) takeoff thrust
in
will increase the required runway length.
pr
ENGINE BLEED AIR
or
The use of engine bleeds air for e.g. air conditioning,
pressurization and ice protection reduces takeoff thrust
unless the thrust setting can be increased to compensate
d
for that loss. Correction for such bleed air usage is
de
mandatory as stated in FCOM or AOM and GWC.
oa
FROST AND ICE ON UNDERSIDE OF WING TANKS
Due to a decreased lift and increased drag and weight, the
nl
required RWY length will increase. Takeoff with ice on the

ow
wing is prohibited.
For specific aircraft type, takeoff with limited amount of frost
d
or rime is permitted after takeoff weight corrections given in

FCOM or AOM and GWC.
if
UNSERVICEABLE SYSTEMS PERMITTING TAKEOFF

d
lle
Inoperative equipment or deactivated systems can

sometimes affect the aircraft's acceleration or deceleration
tro
capability and increase required runway length. If anti-skid

or one-wheel brake is inoperative, the stopping distance
on
and consequently the required takeoff RWY length will

increase. Spoilers are of crucial importance for stopping
nc
performance, primarily due to their effect of reducing lift,

thus increasing weight on wheels and thereby the braking
U
force. Dispatch with spoilers inoperative therefore requires

increased runway length. Corrections to compensate for
unserviceable systems are mandatory as specified in
 OBSTACLE CLEARANCE REQUIREMENTS

VERTICAL CLEARANCE
The net engine-out takeoff flight path, after engine failure
Chapter 15
Supplementary Data
at VEF, must clear all obstacles within the horizontal sector

shown in Fig. 11. By the following:
Minimum vertical
obstracle clearance For
the net take off flight path
On wet or contaminated 15ft

runways
Normally 35ft
ed
Where more than 15 ° x of 50ft
t
bank is required
in
pr
The actual engine-out flight path will clear obstacles by an
additional margin increasing with distance traveled (for 2-
engined aircraft: 0.8%). See Fig. 4.1.1.11.
or
Thus, for actual obstacle clearance, the table values
d
above are valid only for close-in obstacles.
de
The above obstacle clearance requirements apply to a
point from which it is possible to start an approach to the
oa
takeoff airport or until the prescribed clearance for en-
route flight can be complied with.
nl
Where these requirements lead to penalizing weight

ow
limitations when applied along the normal all-engine climb

out track, special Engine Failure procedures may be
d
established, following an alternate track, provided these

obstacle clearance requirements are met along that
if
alternate track.
d
In addition to considering flight path after engine failure at

lle
VEF, as described above, engine failure at any point

along the all engine flight path must also be considered.
tro
In mountainous terrain, this may call for multiple Engine

Failure procedures valid for different sections of the all-
on
engine climb out procedure.

nc
U
Chapter 15
Supplementary Data
t ed
in
pr
or
d
de
oa
Fig. 4.1.1.11 Horizontal and vertical obstacle clearance for takeoff weight
nl
calculation
ow
Note:
(a) 35 ft is the normal clearance, see table on previous
d
page for other values.  

if
(b) For net takeoff flight path see Fig. 4.1.1.12.

d
lle
OBSTACLE ASSESSMENT
tro
When utilizing reduced V1 (NH) (15 ft screen height),

obstacle clearance for close in obstacle can be as low as
15 ft. Thus, utmost care should be taken when collecting
on
obstacle information. Normally, Aerodrome Obstruction

Charts from AIP shall be used and supported by
nc
topographical maps.
U
CURVED FLIGHT PATH

It is permitted to calculate with a curved sector following a
tuning climb out. However, no track change shall be made
until the aircraft has reached the height (above runway)
specified below.
Minimum height for turn after

engine failure 2 engines aircraft
Chapter 15
Supplementary Data
Normally 150ft
Where all-engine turn at 300 ft 100ft

is permitted by Authority
When constructing Engine Failure procedures and

calculating associated GWC weight limitations, the
following apply for curved flight paths:
ed
 No more than 15°of bank shall be required below 400
ft and not more than 25°of bank above 400 ft.
t
in
 The distance D in Fig. 4.1.1.11 shall equal the
distance traveled from end of TODA or, if turn is
pr
initiated before end of TODA, from the end of TOD.
 Allowance must be made for the degrading of climb
or
gradient due to bank. The allowance shall be based
on data published by the aircraft manufacturer. Where
d
such data is available for 15°bank only:
 de
A proportionate amount should be applied for bank
angles less than 15°.  
oa
 Three times the gradient loss for 15°may be applied
for bank angles  greater than15° (flown at V2
nl
(NL)+10).
ow
 Allowance must be made for the effects of increased

operating speeds associated with bank. These effects
d
include degrading of climb gradient during

acceleration to the higher speed and increased
if
turning radius due to the higher speed.


d
The radius of turn is calculated as:


lle
R= V2

tro
Where R is turning radius in meters, V is climb speed in

knots TAS, and is the bank angle.
on
nc
FACTORS AFFECTING OBSTACLE CLEARANCE

U
TAKEOFF WEIGHT
Increased takeoff weight reduces obstacle clearance by
increasing TOD (Takeoff Distance) and reducing the climb
gradient.
PRESSURE ALTITUDE
The reduced performance at higher pressure altitudes
increased TOD and reduces the climb gradient.
Correction for this effect is mandatory and can be made
Chapter 15
Supplementary Data
either by:
 Directly using pressure altitude in the takeoff data
calculation, or
 Using airport elevation plus a correction for QNH.
AIRPORT ELEVATION
See Pressure altitude.
QNH DEVIATION FROM 1013.2 HPA
See Pressure altitude.
TEMPERATURE (OAT)
ed
Correction for OAT is mandatory. Increased OAT increases
t
TOD and reduces the climb gradient.
in
WIND
pr
Correction for wind is mandatory. A headwind component
will increase obstacle clearance by reducing TOD and
or
improving climb gradient relative to the ground. A tailwind
component will reduce obstacle clearance for the same
d
takeoff weight. In accordance with the requirements, 50%
de
reported headwind and 150% reported tailwind
components is used in the calculation of the wind
oa
corrections given in the AOM diagrams and in the GWC.
nl
WET AND CONTAMINATED RUNWAY (REDUCED V1

(NH))
ow
When operating with reduced V1 (NH)as permitted on wet

and contaminated runways, screen height at end of TOD
d
may be reduced down to 15 ft and obstacle clearance will

if
be reduced by up to 20 ft.
d

lle
Flap setting must be considered when calculating obstacle

clearance. A larger takeoff flap improves clearance of
tro
close-in obstacles by a shorter TOD allowing longer climb

distance to the obstacle. However, as a larger takeoff flap
on
reduces climb gradient clearance of distant obstacles is

degraded by a large flap.
nc
A smaller flap setting improves clearance of distant

U
obstacles by the better climb gradient. However, due to the

longer TOD, clearance of close-in obstacles is degraded by
a small flap. See Fig. 4.1.1.10.
IMPROVED CLIMB
Certain aircraft types are certified for operation at variable
V2 (NL) speeds higher than the minimum V2 (NL). Such
operation improves the climb performance but the
acceleration to the higher V2 (NL)results in a longer TOD.
Thus, improved climb reduces close-in obstacle clearance
Chapter 15
Supplementary Data
but improves clearance of distant obstacles. When data for

improved climb is published in GWC the effect on obstacle
clearance is considered in the published numbers.
TAKEOFF THRUST
Reduced (derated) takeoff thrust will reduce obstacle
clearance by increasing TOD and reducing climb gradient.
ENGINE BLEED AIR
The use of engine bleed air for e.g. air-conditioning,
pressurization and ice protection reduces takeoff thrust
ed
unless the thrust setting can be increased to compensate
for that considerably. Corrections to compensate for
t
unserviceable systems are mandatory as specified in the
in
pr
Inoperative equipment or deactivated systems can
or
sometimes affect the aircraft acceleration and TOD. An
unretractable landing gear will reduce climb gradient
d
considerably. Corrections to compensate for unserviceable
de
systems are mandatory as specified in the FCOM, AOM
and GWC.
oa
BANK ANGLE
nl
Increase bank angle reduces climb gradient. Where a turn

ow
is required by the engine failure procedure, the effect of

bank has been considered and published in the GWC.
d
INCREASED OPERATING SPEED

if
Operation at speeds higher than V2 (NL) improved climb

gradient and, thus, improves clearance of distant
d
obstacles. However, during acceleration to the higher

lle
speed, climb gradient is reduced and clearance of close-in

obstacles may be reduced. The data published in the GWC
tro
are based on the speeds required by the associated

engine.
on
 TAKEOFF CLIMB REQUIREMENTS

nc
In accordance with the requirements, the aircraft must be

able to maintain a special minimum gradient of climb in still
U
air until the end of final segment (see Fig.12). Normally, the
second segment climb is the limiting one.
The climb requirements can be regarded as maneuvering
requirement. Thus, even if an unlimited runway without
obstacles is available, the takeoff weight may be limited by
the above climb requirements. These weight limitations are
given in FCOM, AOM and in GWC.
Chapter 15
Supplementary Data
t ed
in
pr
or
d
de
oa
nl
ow
Fig.4.1.1.12 Detailed flight path as used in takeoff calculation

d
if
d
lle
 FACTORS AFFECTING CLIMB REQUIREMENT LIMITED

TAKEOFF WEIGHT
tro
In accordance with the requirements, the aircraft must be

able to maintain a specified minimum gradient of climb in
on
still air in the first and second takeoff climb segments (see
Fig. 4.1.1.12).
nc
Normally, the second segment climb is the limiting one. The

U
required gradients are as follows:
1st Segment 2nd Segment
2 Engine aircraft Positive 2.4%
PRESSURE ALTITUDE
Climb gradient is reduced with increasing pressure
altitudes due to reduction in engine thrust. Correction is
Chapter 15
Supplementary Data
mandatory and can be made either by:

 Directly using pressure altitude in the takeoff data
calculation, or  
 Using airport elevation plus a correction for QNH.  
AIRPORT ELEVATION  
See Pressure altitude.  
QNH DEVIATION FROM 1013.2 HPA  
See Pressure altitude.  
ed
OAT
Correction is mandatory. Climb gradient is a function of
t
in
engine thrust. Most engines provide constant thrust up to a
certain temperature (flat rating temperature) above which
pr
thrust is reduced with increasing OAT. Thus, above the flat
rating OAT, climb gradient is a function of OAT.
or
d
Flap setting must be considered when calculating climb
de
requirement limited TOW. A smaller flap setting improves
the climb gradient. Thus, the climb requirement can be met
oa
by a higher TOW. A disadvantage in using smaller flap
setting is the increase in the requirement runway length.
nl
TAKEOFF THRUST
ow
The lower the thrust, the lower the climb gradient which, as
a consequence, decreases the climb requirement limited
d
takeoff weight.
if
ENGINE BLEED AIR

d
The use of engine bleed air for e.g. air-conditioning,

lle
pressurization and ice protection reduces thrust and climb

performance unless it is compensated with thrust
tro
adjustment. Corrections for such bleed usage are

mandatory as stated in respective FCOM, AOM and GWC.
on

nc
Correction for inoperative systems affecting climb

performance is mandatory when application. An
U
unretractable landing gear will decrease the climb

performance and the max. Takeoff weight considerably.
Dispatch with an unretractable landing gear is for some
types of aircraft certificated with payload, for other only
permitted for ferry with minimum crew as stated in FCOM
or AOM.
BANK ANGLE
Increase bank angle reduces actual climb gradient but is
not considered for the takeoff climb requirement. Thus, no
Chapter 15
Supplementary Data
correction is required.
(iv) EN-ROUTE LIMITATIONS
 GENERAL
In order to ensure a safe flight over mountainous terrain,
the flight must be planned in such a way that, in case of
engine failure, the aircraft can clear the most critical terrain
En- route with acceptable safety margins. This can be
obtained by showing either that:
 One engine-out service ceiling along the entire track
all terrain by the prescribed margin, or
ed
 The aircraft can drift down from the all-engine cruising
altitude clearing all terrain by the prescribed margin.
t
in
Limitations with regard to terrain en-route are given, when
applicable, in Flight Plan routing (FPR).
pr
For the routes not covered by FPR, the limitations can be
or
calculated from FCOM or AOM Service ceiling Instructions.
ESCAPE ROUTES
d
Where the aircraft cannot satisfy the above requirements
de
along the intended track it is permissible to plan en-route
along one or more escape routes, to be used in case of
oa
engine failure. The requirements must then be met along
these escape routes.
nl
WIDTH OF CORRIDOR
ow
The en-route limitations shall be satisfied within 5 NM on

each side of the intended track.
d
if
PARTICAL APPLICATION OF EN-ROUTE TERRAIN

d
lle
REQUIREMENTS
Limitations with regard to terrain en-route are given, when
tro
applicable, on the En-Route Chart and Route Manual.

on
When constructing new flight plan or in-flight re-planning, it

is mandatory to check that the service ceiling and/or drift
nc
down requirements are satisfied. "Quick check" provides a

simple method.
U
 SERVICE CEILING
DEFINITION
The service ceiling is the highest altitude at which the
aircraft in still air can perform a CAAT required climb
gradient with operating engine/engines at MCT, flaps and
landing gear retracted and at the climb speeds given in
FCOM or AOM (see Fig. 13).
The required climb gradients are as follows:
Chapter 15
Supplementary Data
1 engine service ceiling
2 engines aircraft 1.1%
REQUIREMENTS
The one engine-out service ceiling must clear all terrain
along the entire track by at least 1000 ft.
ed
The critical terrain points shall be checked with the gross
weight estimated overhead each such point. The service
t
ceiling requirements must be met without fuel dumping.
in
When the requirement cannot be met at the estimated
pr
gross weight overhead the critical terrain:
 The takeoff weight must be reduced until the
or
estimated gross weight overhead the critical terrain,
considering fuel burn to that point, is reduced so the
d
requirement is met, or

de
Compliance with the en-route requirement must be
shown.
oa
nl
d ow
if
d
lle
tro
on
nc
U
Fig 4.1.1.13 Application of service ceiling
QUICK CHECK
Chapter 15
Supplementary Data
A quick check for compliance with the service ceiling

requirements is made as follows:
 In FCOM or AOM, find service ceiling, expressed in
pressure altitude, for gross weight. Correct for ice
protection as required.
 On En-route Chart, find MORA/MOCA. Correct for
OAT, QNH and wind according to FCOM or AOM /
OM
If service ceiling is at or above the corrected
MORA/MOCA, further analysis is not required.
ed
 EN-ROUTE
The en-route procedure is an alternative to the service
t
ceiling requirement and has the same application.
in
En-route procedure basically means that an aircraft must
pr
enter the terrain at a flight level high enough to clear the
terrain on track to the nearest airport in case of en-route
or
resulting from engine failure.
d
REQUIREMENTS de
 The en-route path used in the calculations must, at
oa
each point, be based on a descent gradient equal to
the actual gradient minus the required service ceiling
nl
gradients. This en-route path is called the net en-

ow
route path.
 The net en-route path shall clear all obstacles
d
vertically by at least 2000 ft.

 Fuel dumping is permitted in all en-route calculations.
if
However, required fuel reserves for flight to the airport

d
intended for landing must be observed.

lle
 The critical point(s) for start of en-route must be given

as a Pre-Determined Point (PDP). PDP must be given
tro
with margin for at least 5 min navigational error and

decision making.
on
 En-route path must be based on 95% headwind

regularity and a temperature of STD+15
nc
U
Chapter 15
Supplementary Data
t ed
in
pr
or
d
Fig. 4.1.1.14 Application of en-route

de
ALTERNATE AIRPORT REQUIREMENTS
oa
The airport planned to be used in case of one engine failure
must allow meeting the following requirements.
nl
 The service ceiling at the airport used as alternate in

ow
the en-route calculation must be at least equal to the

elevation of that airport + 1500 ft. In the One- engine
inoperative case, it is sufficient to calculate with fuel
d
for 30 min at 1500 ft above the en-route alternates.

if
 The estimated landing weight at the alternate shall

allow landing observing normal landing weight
d
limitations in forecast weather and runway conditions.

lle
 FACTORS AFFECTING EN-ROUTE TERRAIN

tro
CLEARANCE
GROSS WEIGHT
on
Calculations shall be based on estimated gross weight at

each point along the route. Fuel dumping is permitted for
nc
drift down calculations but not for service ceiling.

U
WIND
There are two effects of wind to be considered:
A headwind will increase the drift down gradient relative to
terrain. Thus, en-route paths shall be corrected for wind.
The Wind correction for minimum altitudes is applicable for
both service ceiling and drift down calculation. Thus, terrain
elevations shall be increased by 500 ft per 10 kts above 30
kts up to Max 2000 ft correction. This affects service ceiling
as well as en-route calculations.
Chapter 15
Supplementary Data
The wind to be used is either:

Forecast winds for the route segment of the intended flight,
or
50 kt headwind.
TEMPERATURE, SAT
Terrain clearance is affected by temperature. In an engine-
out situation, terrain clearance can be more critical at either
high or low temperatures as two factors combine with
opposite effect:
ed
For most engines, MCT thrust is reduced with increasing
temperature. Thus, expressed in pressure altitude, service
t
in
ceiling and drift down path are lower at higher
temperatures.
pr
Geometric height (above terrain), for a given pressure
altitude, is higher at higher temperatures.
or
Correction for temperature is mandatory for both service
d
ceiling and en- route calculations. Calculation can be based
on either. de
 forecast SAT for the route segment of the intended
oa
flight, or
 the most critical SAT in the range STD +15 ̊.
nl
For service ceiling there are two possibilities:

ow
 If FCOM or AOM charts give service ceiling in

pressure altitude, temperature correction shall be
d
made by adding 4% to terrain heights for each 10 ̊

below standard  
if
 If FCOM or AOM charts give service ceiling as

d
geometric height, or Max gross weight relative to

lle
terrain, the effect of SAT is included in the chart.

QNH  
tro
The local QNH overhead the terrain affects the geometric

on
height of the service ceiling and en-route paths. Terrain

clearance is reduced at low QNH.  As forecast local QNH
nc
overhead terrain is normally not available, terrain height

should be increased by 1000 ft to cover QNH variations
U
down to approx. 980 hPa.  Should forecast QNH be

available, in connection with manual calculations, terrain
height should be increased by 30 ft per
hPabelow1013.2hPa. Corresponding reduction of terrain
height above 1013.2 hPa is permissible.
ICE PROTECTION
Use of ice protection reduces engine thrust, thus reducing
service ceiling and increasing en-route gradient. Correction
Chapter 15
Supplementary Data
for ice protection is mandatory when icing conditions are

forecast for the applicable route segments.
 OPERATION LIMITAIONS DUE TO TERRAIN EN-ROUTE
The one engine inoperative service ceiling requirements
may result in a takeoff weight Limitation (see Fig.
4.1.1.13.).
However, this limitation can be overcome by calculating
with the en-route procedure described.
t ed
in
pr
or
d
de
oa
nl
d ow
if
d
lle
tro
on
nc
U
Chapter 15
Supplementary Data
(v) LANDING
GENERAL
The maximum (Max) landing weight for different airports and
runways are usually obtained from the Gross Weight Chart
(GWC). However, for the conditions not covered by GWC, the
Max landing weight must be calculated from the charts given in
FCOM, AOM provided the available runway is equal to or longer
than the Company minimum landing runway length given in
GWC.
As of 5 November 2020, an approach to land shall not be
ed
continued below
300 m (1,000 ft) above aerodrome elevation unless the pilot-in-
t
command is satisfied that, with the runway surface condition
in
information available, the aeroplane performance information
pr
indicates that a safe landing can be made.
or
Note 1.— The procedures used by aerodromes to assess and
report runway surface conditions are contained in the
d
PANS-Aerodromes (Doc 9981) and those for using runway
de
surface condition information on board aircraft are in the
Aeroplane Performance Manual (Doc 10064).
Note 2. — Guidance on development of aeroplane
oa
performance information is contained in the Aeroplane
Performance Manual (Doc 10064).
nl
ow
The Max landing weight is limited by one or more of the following

requirements and limitations:
d
 Runway length (Landing distance available).

if
 Obstacles in the approach area.


d
Approach and Landing climb requirement.

lle
 CAT II climb requirement (when applicable).

 Structural landing weight
tro
 Runway bearing strength.

on
nc
U
Chapter 15
Supplementary Data
REQUIRED LANDING RUNWAY LENGTH

The Max landing weight with regard to runway length is governed
by the rule, that landing distance, without reverse thrust, shall
not exceed 60% of available runway length, see Fig. 4.1.1.15
(For wet and contaminated runway).
t ed
in
pr
or
d
de
oa
nl
Fig. 4.1.1.15
ow
FLIGHT PLANNING
At start of takeoff or, in case of in-flight re-planning at the point
d
from which the revised operational flight plan applies, the

if
estimated landing weight must not exceed the Max landing

weight at destination and alternate(s).
d
lle
In connection with flight planning, the Max landing weight at

destination and alternate(s) is the lower of.
tro
 Max landing weight for the most favorable runway in still

air, and
on
 Max landing weight for the runway most likely to be

assigned considering:
nc
 Forecast wind at time of landing.

U
 Ground handling characteristics of the aircraft.

 Other conditions such as landing aids, terrain, noise
abatement procedures.
 EXCEPTIONS
 If the former requirement (most favorable runway in still air)
cannot be met at the destination, the flight may still be
dispatched provided it is planned with two alternates
meeting both the above requirements.
Chapter 15
Supplementary Data
 If the latter requirement (runway most likely to be assigned)

cannot be met at the destination, the flight may still be
dispatched provided it is planned with at least one
alternates meeting both the above requirements.BEFORE
COMMENCING APPROACH
Before commencing approach, the landing weight must not
exceed the Max Landing Weight for the intended runway in
prevailing conditions.
FACTORS AFFECTING LANDING DISTANCE AND
REQUIRED LANDDING RUNWAY LENGTH
ed
LANDING WEIGHT
t
The landing distance and the required landing runway length
in
increases with the increasing landing weight.
pr
RUNWAY SURFACE
The landing diagrams are calculated for a dry and hard runway
or
surface. Wet and contaminated runways will normally increase
the landing distance due to decreased braking action.
d
de
Required landing runway length shall be corrected for wet and
contaminated runway according to FCOM, AOM and GWC.
oa
RUNWAY SLOPE
Landing distance is affected by slope. Downhill slope will
nl
increase, and uphill slope will decrease the landing distance.

ow
However, required runway length is normally not corrected for

slope, unless slope exceeds 2%.
d
PRESSURE ALTITUDE
if
Landing distance increase with increasing pressure altitude due

to the higher TAS at the lower air density. However, required
d
runway length shall not be corrected for pressure altitude. See

lle
Airport elevation.
tro
AIRPORT ELEVATION
For increasing the airport elevation, TAS will increases due to
on
lower air density, which will result in increased landing distance.

Landing distance increases with increasing pressure altitude.
nc
However, required landing runway length shall not be corrected

U
for pressure altitude, but correction for airport elevation is

mandatory.
QNH
Landing distance increase with increasing pressure altitude.
However, required landing runway length shall not be corrected
for QNH. See Airport elevation.
WIND
Landing distance will decrease in headwind and increasing in a
Chapter 15
Supplementary Data
tailwind. In accordance with the requirements, 50% reported

headwind and 150% reported tailwind component are used to
calculate the wind corrections given in the diagrams and GWC.
TEMPERATURE
Landing distance increase with increasing temperature due to
higher TAS at the lower. The required landing runway length is
not corrected for temperature as the effect is small. Diagrams
are based on STD temperature.
LANDING FLAP
ed
In order to increase the go-around, climb gradient in as engine-
out landing as well as the max landing weight with regard to the
t
climb requirements, it is sometimes necessary to use a reduced
in
flap setting. Landing with reduced flaps is, for a smaller flap
pr
setting increases landing distance and required landing runway
length.
or
INOPERATIVE EQUIPMENT
Landing distance will increase with malfunctions that lead to
d
higher threshold speed or reduced braking efficiency.
de
During flight planning, required landing runway length shall be
oa
corrected for effect of equipment known to be inoperative at
departure. Required landing runway length is normally not
nl
corrected for malfunctions occurring in flight. In such case, the

landing distance shall be calculated including the effect of the
ow
malfunction and the P-i-C shall determine the acceptable relation

between landing distance and available landing runway length.
d
REVERSING
if
Landing distance is calculated without reverse thrust. Application

d
of reverse thrust will reduce landing distance.

lle
Required runway length, dry runway, is also based on no

reverse. Thus, no correction has to be made if the reversing is
tro
inoperative and no credit is allowed for availability of reverse.

on
However, the availability of the reversing will, as given in the

FCOM or AOM, affect the braking action corrections. For landing
nc
with one or more reversers inoperative, these corrections are

designed to keep landing distance within 75% of available
U
runway length.
Chapter 15
Supplementary Data
GROUND SPOILERS
Spoilers may disturb the lift of the wings and thus increasing the
load on
the landing gear.
This will increase the braking force (= Wheel load x friction
coefficient) and decrease the landing distance.
On most aircraft, the required landing runway length calculation
is based on automatic spoiler extension, i.e. without any crew
reaction time. If the automatic extension system is inoperative.
ed
Landing distance will increase due to delayed manual spoiler
extension.
t
in
ANTI-SKID INOPERATIVE
pr
Braking distance of the required runway length is based on an
operative anti-skid system. If this system is inoperative, the
distance will increase due to less efficient brake application. will
or
increase.
d
SLATS AND LEADING EDGE FLAPS
de
If these devices cannot be extended, the stall speed and landing
distance
oa
SPEED INCREMENTS
nl
Landing distance will increase with increasing threshold speed.

ow
The landing data in FCOM, AOM and GWC shall be based on

the threshold speed normally used for landing.
d
Speed increments can be added to this normal threshold speed

for various purposes, e.g. due to wind gusts or malfunctions.
if
Required runway is not corrected for increment due to gusts. The

d
effect of speed increments due to a malfunction is included in the

lle
effect of that particular malfunction.

tro
OBSTACLES IN THE APPROACH AREA AND EFFECTIVE

RUNWAY LENGTH
on
Obstacles in the approach area will decrease the usable part of

the runway to an effective runway length (see Fig. 4.1.1.16).
nc
The ineffective part of the runway is located below an inclined

U
plane with a slope of 1:20 in relation to a horizontal plane

clearing all obstacles in the approach area. The inclined plane
starts at the intersection with the landing surface of 120-m width,
which will increase uniformly to 300 m at a point of 450 m from
the above intersection. Thereafter, the width remains constant
and, thus, the obtained corridor may be based on a turn with a
radius of minimum 1200 m.
When applicable, the above effective landing runway length is
given in GWC as a note.
Chapter 15
Supplementary Data
If there is runway shortening at the far end of the runway

(opposite the approach area), the effective runway length will be
reduced by the length of the shortening.
If there is runway shortening at the beginning of the runway, the
effective runway length will not be reduced until the shortening
is greater than the difference between official and effective
runway length.
Note: Where the ILS glide path antenna is situated further than
normal inside the landing threshold, a runway length shorter than
the effective one may be used in the landing weight calculation
ed
as indicated in GWC. In such a case, the usable runway for
landing weight calculation will begin at the point where the ILS
t
path is 50 ft above the runway.
in
pr
or
d
de
oa
nl
ow
d
if
d
lle
Fig. 4.1.1.16 Obstacle clearance requirements

tro
on
nc
U
Chapter 15
Supplementary Data
APPROACH AND LANDING CLIMB REQUIREMENTS

According to the requirements, the aircraft must be able to
maintain a specified minimum climb performance in case of a
go-around in the approach and landing configuration.
These climb requirements can be regarded as maneuvering
requirements. Thus, even if an unlimited runway length is
available, the lower of the landing weights limited by one of the
two climb requirements can limit the Max landing weight. These
weight limitations are given in FCOM or AOM and are considered
in GWC.
ed
THE APPROACH CLIMB REQUIREMENT
t
Approach climb requirement is based on one engine inoperative,
in
the remaining engines at go-around thrust, landing gear
pr
retracted, approach flaps and the approach climb speed.
THE LANDING CLIMB REQUIREMENT
or
Landing climb requirement is based on all engines at go-around
thrust, landing gear Extended, landing flaps and the landing
d
climb speed.
de
The difference in stall speed between approach and landing flap
oa
must not exceed 10%.
The required climb gradients in zero wind are as follows:
nl
Approach Climb Landing Climb Req.

ow
Req.
2 engine aircraft 2.1% 3.2%
d
if
There is no obstacle clearance requirement with regard to a go-

d
around in the performance requirements. However, obstacles in

lle
the missed approach area are considered in the calculation of

landing minima, i.e., climb out with one engine inoperative must
tro
clear all obstacles in the missed approach area with certain

margins.
on
Caution: Go-around from the altitude below minima or

nc
beyond Map may not always provide proper terrain clearance

even with all engines operating when following missed Approach
U
Procedures on the approach chart. To increase the safety

margin in such a case, the go- around shall be performed
according to the climb out procedure whenever published. This
problem is particularly pronounced if the permissible landing
weight for a runway is higher than the permissible takeoff weight
for that runway
FACTORS AFFECTING THE LANDING WEIGHT LIMITED BY
CLIMB REQUIREMENTS
PRESSURE ALTITUDE
Chapter 15
Supplementary Data
Climb gradient is reduced when engine thrust is reduced with

increasing pressure altitude. However, landing weight limited by
climb requirement shall not be corrected for pressure altitude.
See Airport elevation.
AIRPORT ELEVATION
climb requirement shall not be corrected for pressure altitude.
But correction for airport elevation is mandatory.
QNH
ed
t
in
climb requirement shall not be corrected. See Airport elevation.
pr
OAT
The climb performance of the aircraft decreases with increasing
or
OAT. OAT correction is mandatory for landing weight limited by
climb requirement.
d
LANDING FLAPS de
The lower drag of smaller flaps setting will increase climb
oa
gradient. Correction for flap setting is mandatory.
nl
THRUST
ow
If different takeoff thrust ratings are available, this will have an

influence on the climb gradient and thus the landing weight
limited by climb requirements.
d
ENGINE BLEED AIR

if
The bleed air loss in connection with ice protection reduces

d
thrust and climb Performance. However, due to the low OAT in

lle
connection with ice protection, there is normally no climb

requirement limitation.
tro
CAT II CLIMB REQUIREMENT

on
When making an approach with decision height below 200 ft, the
go-around climb gradient must exceed 2.5% (or the published
nc
go-around gradient if higher). The climb gradient shall be

calculated based on actual landing weight, failure of the critical
U
engine and the speed and configuration used for go-around.

If unable to comply with this requirement:
 To allow utilizing a DH < 200 ft, the landing weight must be
reduced until the requirement is satisfied.
 To allow landing at the actual landing weight, the decision
height must be increased to DH = 200 ft.
For factors affecting the climb gradient.
MAX QUICK TURNAROUND LANDING WEIGHT
Chapter 15
Supplementary Data
During landing a major part of the aircraft kinetic energy is

transferred into the brakes. The heat, which builds up in brakes
and wheels, constitutes a potential danger for the next takeoff
unless sufficient cooling is allowed during the ground stop. The
main concern is that wheel thermal fuse plugs may melt during
takeoff.
The Max Quick Turnaround Landing Weight is the highest
landing weight allowing a short ground stop. When actual
landing weight exceeds this weight, the aircraft must remain
parked on ground for a prescribed time before subsequent
takeoff and fuse plugs must be visually inspected before takeoff.
ed
The requirements assume that the landing was conducted with
maximum braking for the entire stopping reverse thrust not used.
t
in
For landing where only light braking was used, there is
substantial conservatism built into the requirement.
pr
Although Max quick turnaround landing weight is calculated with
or
considerable conservatism, it is seldom restricting normal
operation. For most aircraft types Max quick turnaround landing
d
weight is limiting only with combinations of exceptionally high
de
landing weights, OAT, pressure altitude, downhill slope and/or
tailwind.
oa
For some aircraft types the min turnaround time requirement is
substitute by a brake Temperature check to be performed when
nl
the Max quick turnaround landing weight has been exceeded.

See FCOM or AOM.
ow
(vi) STRUCTURAL REQUIREMENTS AND LIMITATIONS

d
 GENERAL
All aircraft structures are designed for the anticipated loads
if
that may be caused either by deliberate maneuvering on

d
the part of the pilot or by flight through disturbed air. In case

lle
of transport aircraft, which do not need to be violently

maneuvered, loads resulting in flight through gusty air are
tro
the major design consideration.

Many thousands of observations have established
on
reasonable figures for gust velocities upon which structural

design requirements are based. However, these gust
nc
figures are not the highest gust velocities possible in

nature. To protect the aircraft against overload, operational
U
limitations of aircraft weight, fuel distribution and speed are

set forth and it is anticipated that pilot's judgment will avoid
extreme maneuvers and extreme turbulence conditions.
LOAD FACTOR
The load factor can be defined simply as the ratio between
the total air load on the wings and the weight of the aircraft.
Thus, if the aircraft is flown in steady flight (uncelebrated
flight), the lift is equal to the weight and the load factor is
Chapter 15
Supplementary Data
equal to 1. In this case, the forces acting on the aircraft and

persons inside it are only equal to the acceleration of
gravity, which are the normal forces felt by a person when
e.g. sitting or standing motionless. Thus, only the
deviations from the load factor = 1 is felt.
When an aircraft encounters air gust, a change in the wing
lift and load factor will be caused by the abrupt change in
the angle of attack. Thus, an up-gust increases, and a
down-gust decreases the load factor.
The aircraft must be designed to withstand certain minimum load
ed
factors established by the DCA.
There are two load factor limits defined as limit load factor
t
and ultimate load factor, and between them a safety factor.
in
LIMIT LOAD FACTOR
pr
The limit load factor is the highest load factor which can be
or
withstood by an aircraft without a permanent deformation
of any component of the structure.
d
The limit load factor varies with the category of aircraft and
de
must, for transport aircraft, never be below 2.5.
One exception, however, is the flap down minimum limit
oa
load factor, which is equal to 2.0. Therefore, flaps shall be
retracted when flying en-route in turbulence.
nl
ULTIMATE LOAD FACTOR

ow
The ultimate load factor in the highest load factor which can
be withstood by an aircraft without failure of any component
d
of the structure. As the safety factor in normally equal to

if
1.5, the minimum ultimate load factor for the aircraft

structure will be:
d
lle
 1.5 x 2.5 = 3.75 with flaps up, and

 1.5 x 2.0 = 3.0 with flaps down.
tro
SAFETY FACTOR
The safety factor is different for various aircraft components
on
and depends on material and working methods used.

Normally, the minimum safety factor is 1.5.
nc
Note: The above defined design load factors are upward

U
acting (positive) load factors. The corresponding downward

acting (negative) design load factors are -1 and -1.5
respectively. Heavy negative loads are less usual on
transport aircraft. Normally, the positive load factors are
responsible for the limitation established to protect the
aircraft structure.
SPEED LIMITS TO PROTECT THE AIRCRAFT AGAINST
OVERLOAD
A condensed and simplified explanation of the rather
Chapter 15
Supplementary Data
complicated establishment of speed limits shall be given

below. In general, the maximum speeds are limited by two
requirements:
 The aircraft must be able to withstand certain gust
intensities without permanent deformation. These
speed limits are denoted, as for instance, "V MO" and
represent Max speeds at the lower altitude range. At
such altitudes, the Max speeds are normally constant
or increase slightly with altitude. The speed limits are
established vs gust intensities and gust load factor.

ed
The aircraft must not show any irregularities with
regard to control forces, control Effectiveness and
t
stability. This can be expected when the aircraft
in
approaches higher Mach number and is caused by
pr
changes in airflow around the aircraft. This results in
a limiting Mach number, such as, “MMO" and
represents Max speeds at the upper altitude range. At
or
these altitudes the Max speeds are given as constant
or slightly varying Mach numbers. The corresponding
d
IAS will decrease with the increasing altitude. The
de
Mach number limits are chosen by the manufacturer.
The gust load factor takes into account not only the
oa
lift/gross weight ratio, but also the mass forces acting on an
aircraft in turbulence.
nl
The limit gust load factor calculated from a formula is a

ow
function of aircraft geometry, Aircraft speed, gust velocity,

gross weight and altitude. It must not be lower that the limit
load factor previously defined.
d
 All speed limits must be determined for the most critical

if
combination of altitude, gross weight and fuel load.

d
From Fig. 4.1.1.17 it can be seen that aircraft structure can

lle
withstand higher gust velocities at lower speeds and that

the stall speed increases with increasing gust velocity ("g-
tro
stall")
on
nc
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Fig. 4.1.1.17
Chapter 15
Supplementary Data
t ed
in
pr
Fig. 4.1.1.18
or
VD/MD is speed used only for the design and the aircraft
certification. It is higher than the Max speed permitted in
d
airline operations.  VD/MD is defined as the lower the
following two speeds: de
 The speed (VD) at which the aircraft can encounter
oa
the gust intensity of at least 25 ft/sec (decreasing
above FL 200, see Fig. 4.1.1.18.) without exceeding
nl
the limit gust load factor.


ow
The Mach number (MD) up to which it is demonstrated

that no undesirable flight characteristics, except
moderate buffeting, occur.
d
MAXIMUM OPERATING LIMIT SPEED, VMO/MMO (SEE

if
FIG.4.1.1.17)
d
VMO/MMO is the max permissible airspeed in airline

lle
operations and should not be deliberately exceeded in any

regime of flight, except when a higher speed is specifically
tro
authorized for flight test, pilot training or emergency.

At VMO, the aircraft can encounter the gust intensity of at
on
least 50 ft/sec (decreasing above FL 200, see Fig. 4.1.1.18)

without exceeding the limit gust load factor.
nc
Furthermore, VMO/MMO must be sufficiently below VD/MD to

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make it highly improbable that the latter speed will be

inadvertently exceeded in operation. Thus V MO/MMO must
be at least 20% lower than VD/MD or the following
relationship must be demonstrated:
From an initial condition of stabilized flight at VMO/MMO, the
aircraft nose is lowered 7 1⁄2 b̊ elow trim attitude. After 20
seconds with the hands off the controls, a normal recovery
resulting in a load factor of no more than 1.5 is initiated.
During this recovery, VD/MD must not be exceeded.
However, the margin at Mach limited altitudes may not be
Chapter 15
Supplementary Data
less than 0.05 M.

(RECOMMENDED) ROUGH AIRSPEED
Rough air, in this case, refers to conditions so severe that
the pilot's main concern is with the safety of the aircraft and
passengers.
In selecting the above speed, a compromise must be made
between the following two limitations:
 A low speed to permit the structure to withstand the
greatest possible gust velocities.  
ed
 A speed high enough to prevent an accelerated stall
caused by the gusts associated with the turbulent air.
t
 
in
The rough airspeed meets the above limitations at a gust
pr
intensity of at least  66 ft/sec (decreasing above FL 200,
see Fig. 4.1.1.18.) 66 ft/sec is truly rough and there is little
or
risk of this gust intensity being encountered except,
perhaps, in the worst thunderheads.
d
de
oa
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d ow
if
d
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Chapter 15
Supplementary Data
SPEED REDUCTION IN ROUGH AIR

To reduce the effect of turbulence, decrease speed by
reducing thrust and allow the aircraft to slow down without
pulling the nose up. DO NOT PULL THE NOSE UP
because this will produce additional acceleration. On
aircraft equipped with speed or thrust brakes, use this to
slow down the speed if this is permitted with regard to the
airspeed.
USE OF FLAPS IN TURBULENCE EN-ROUTE
The flaps are intended as approach and landing aids only.
ed
As the gusts at approach heights are of reduced intensity
and due to the lower probability of encountering extreme
t
in
gusts during the limited time under approach conditions,
the wings with flaps extended are designed accordingly.
pr
With flaps down, the aircraft must be able to encounter a
or
sharp-edged vertical gust of at least 25 ft/sec (15 kt) without
exceeding the limit load factor, in this case = 2.0.
d
Therefore, flaps shall be retracted when flying en-route in
turbulence. de
LANDING GEAR POSITION IN TURBULENCE EN-
oa
ROUTE
nl
The landing gear shall preferably be retracted. However, if

it is deemed necessary to get more drag on the aircraft, it
ow
may be extended.
CONCLUSION
d
 if possible, avoid severe weather conditions.  

if
 Decrease airspeed by reducing power and by

d
extending speed brakes or  thrust Brakes (if

lle
available) if the aircraft enters rough air or if rough air

 is anticipated.  
tro
 Do not slow down by pulling the nose up.  

 Be careful with the stall speed which will increase with
on
the increasing  gust velocity.  

 Do not use wing flaps en-route in severe turbulence.
nc
 

U
Do not chase altitude or airspeed and do not use

procedures or perform  maneuvers resulting in
increased load factors.  
 Fly attitude.  
GROSS WEIGHT LIMITAIONS AND FUEL
DISTRIBUTION
Load on the wings is affected by air load on the wings, wing
weight including fuel, weight of the fuselage and its
contents, fuel distribution and the sequence of fuel usage.
Chapter 15
Supplementary Data
(B737) MAXIMUM ZERO (WING) FUEL WEIGHT

In level flight, the total gross weight is supported by the air
load on the wings. The air load is an upward acting load
and the gross weight (= the weight of the fuselage, fuel and
wings) is a downward acting load.
Since the upward acting loads on the wing (= aircraft gross
weight) are greater than those acting downward (= weight
ed
of wing + fuel), bending moments and upward acting loads
are produced at the wing roots. (See Fig. 19)
t
in
The load at the wing root can be illustrated by the following
examples where the figures are given in tons:
pr
Zero Fuel With 50-t fuel
or
Weight of fuselage and its 60
contents
d
Weight of wings including 40
engines
de
oa
Fuel load +0
Aircraft gross weight 60+40+0 = 100 60+40+50= 150
nl
Lift/wing = aircraft gross 100/2 = 50 150/2 = 75

ow
weight divided by 2
Weight/wing (including (40+0)/2 = 20 (40+50)/2 = 45
d
engine & fuel )

if
Wing joint load 50-20 = 30 75-45=30

d
lle
Thus, the wing joint load remains constant provided the

tro
weight of the fuselage and its contents is kept constant.

The fuel, when carried in the wings, offloads the wings to
on
the same amount as it on loads them.

If in the above examples, 30-t wing joint load is the
nc
maximum permitted including the CAAT safety margins,

the gross weight of 100 t is equal to the Max Zero (Wing)
U
Fuel weight. If this weight is exceeded, for instance, by

carrying too much payload, the design load at the wing-to-
fuselage joint is exceeded.
Chapter 15
Supplementary Data
t ed
in
Fig. 19 Load acting on an aircraft in level flight
pr
FUEL DISTRIBUTION AND CONSUMPTION
or
A discussion, similar to that for wing-to-fuselage joint, can
be made for each section of the wings along the wing span.
d
In order to protect different sections of the wings from
de
overloading, it is, therefore, of the utmost importance to
make correct fuel distribution when tanking and consuming
oa
fuel.
nl
MAXIMUM TAKEOFF AND LANDING WEIGHTS

ow
Other gross weight limits to protect the aircraft structure are

the Max takeoff and landing weights. These gross weights
are structurally limited by the strength of the landing gear
d
and the wings.

if
The aircraft must be designed for a touchdown rate of

d
descent of at least 600 ft/min at Max landing weight and

lle
360 ft/min at Max takeoff weight.

tro
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nc
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Chapter 15
Supplementary Data
 WET AND CONTAMINATED RUNWAY

DEFINITIONS
t ed
in
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or
d
de
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nl
d ow
if
d
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tro
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nc
For performance purposes, runway conditions are divided

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into categories defined according to Table below.

Operational rules for these categories are summarized.
Note: A runway is considered to be contaminated when more
than 25% of runway surface, within the required runway
length and the width being used, is covered by
contamination.
EFFECT ON TAKEOFF AND LANDING PERFORMANCE
(2.1) GENERAL
Chapter 15
Supplementary Data
About 1/5 of the deceleration force is obtained from the

aircraft aerodynamic drag (aerodynamic braking) whereas
the rest 4/5 are produced by the wheel brakes and the
reversing.
The deceleration force from the wheel brakes is equal to
the friction coefficient, between tire and runway, multiplied
by the wheel load. Thus, is a measure of the braking force
available and the braking quality of runway. varies with the
nature and condition of the runway, the tire tread and wear.
On wet and slush-covered surfaces, the values also with
the speed of the aircraft. At high speeds, aquaplaning will
ed
cause extremely low values. The value, obtained from the
ATC and used for our corrections, is an average value
t
in
based on the tire of the test vehicle. In the aquaplaning
speed region, a lower must be expected on wet and slush-
pr
covered runways. See also “Unreliability of braking
action measurements"
or
WET RUNWAYS
d
The friction coefficient on a wet runway can vary
de
considerably depending on pavement texture. Grooved
and porous pavement runways exhibit only a small drop in
oa
friction. Runways with very fine texture can become very
slippery and may be officially classified as "Slippery when
nl
wet" by the airport authorities.

ow
Runways normally exhibiting good wet friction can

occasionally become slippery, e.g. During the initial rainfall
d
following a prolonged dry spell. Unlike compacted snow

and ice conditions in which there is very limited variation of
if
friction with speed, a wet runway produces a drop-in friction

d
with an increase in speed.

lle
Aquaplaning, see below, can occur not only on

contaminated runways but
tro
also, on wet Runways.

on
AQUAPLANING OR HYDROPLANING
Aquaplaning or hydroplaning is said to occur when the
nc
wheels lose their firm contact with the runway surface and
tend to "float" on a film or layer of slush or water. Although
U
rare, when it does occur, hydroplaning may to typically

eliminate the braking force. There are three such types of
friction loss:
VISCOUS HYDROPLANING: Acting as thin water film
lubrication, which may occur on a very smooth runway
when wet or even damp. While the texture of most runways
is coarse enough to prevent viscous hydroplaning, it may
occur in local spots, e.g. touchdown zones where the
runway is coated by rubber. Once begun, it can persist
Chapter 15
Supplementary Data
down to very low speeds.

RUBBER REVERSION: A type of skid which may follow a
prolonged skid on a wet runway. It is named for the
appearance of the tire after such a skid. The tire shows a
patch of rubber which, due to heat, has reverted to the
uncured state. The explanation of this phenomenon is that
the friction heat of the hydroplaning tire turns the water into
steam hot enough to revert the rubber in the "footprint". The
soft, uncured rubber produces a seal that keeps steam and
water entrapped in the "footprint" and makes the tire ride
on a cushion of steam. Occurrences of reverted rubber
ed
hydroplaning are very rare and usually result from some
kind of brake malfunction preventing wheel rotation. Once
t
in
rubber reversion has started, the skid may persist down to
very low speeds.
pr
DYNAMIC HYDROPLANING: Is like water skiing and
or
occurs when the tire is separated from the runway surface
and rides on cushion of water or slush. The occurrence of
d
dynamic hydroplaning is a function of tire pressure, aircraft
de
speed, tire tread, runway surface (texture, grooving) and
depth of fluid as follows:
oa
 The higher the tire pressure is, the higher the
hydroplaning speed becomes. If all other conditions
nl
for hydroplaning are available, the hydroplaning

ow
speed in knots is equal to 9 P. At touchdown before

the tire starts to rotate, it is in fact equal to 7.7 √ P,
where
d
 P = tire pressure in psi. Such speed is given in GWC

if
under the heading.

 "WIND LIMITS AND BREAKING ACTION"
d
 The risk of dynamic hydroplaning is reduced with

lle
increasing depth of grooves in tires and/or runways or

tro
if the runway has more open texture.

 Increasing risk of dynamic hydroplaning is obtained
with increasing fluid depth.
on
ICE AND COMPACTED SNOW

nc
Ice and compacted snow will reduce friction and affecting

stopping and controllability but will not affect the
U
acceleration. When wet, such surfaces can become

extremely slippery.
SLUSH
Slush has undesirable effects on acceleration, as well as
on braking. Having characteristics of fluid, it is displaced by
the tires, resulting in a significant retarding force. The
accompanying slush spray causes additional drag when it
impacts on the lower side of the aircraft, the landing gear,
flaps, etc. Approximately 40% of the total slush drag is
Chapter 15
Supplementary Data
produced by the nose wheel, which creates the major part

of the spray drag. The slush drags increase with the square
of the speed up to the aquaplaning speed and, thereafter,
to a smaller degree because the spray is reduced when,
especially, the nose gear tends to float on the slush layer.
Furthermore, the slush drags increase linearly with
increasing depth of slush.
The all-engine takeoff roll distance will increase by about
20% for 1.5 cm slush, 40% for 2.5 cm slush, and indefinitely
for 5 cm slush. This corresponds to 200-400 m and 400-
800 m, depending on the type of aircraft and takeoff weight.
ed
In addition to the performance loss, the slush spray can
cause several types of damage to the aircraft structure and
t
in
systems. Furthermore, as slush has a slippery texture, the
controllability and braking can be extremely poor,
pr
particularly at high speeds because of aquaplaning. Slush
drag, and spray also causes a nose down pitching moment
or
which, in turn, increases the forces required to rotate the
aircraft.
d
STANDING WATER de
Standing water has an effect similar to that of slush on
oa
aircraft performance.
LOOSE SNOW
nl
Loose snow, being compactable and not creating any spray

ow
pattern, results in less performance deterioration.

However, snowdrifts may create a great hazard to
d
operation.
if
IMPROVEMENT OF RUNWAY CONDITIONS

d
CLEARING
lle
Runway shall, if possible, be cleared of ice and snow. For

clearing, it is preferable to have broom/ blower sweepers
tro
that move fast enough to permit the operation on the

runway during short traffic free periods as it is much easier
on
to keep a runway clear if the traffic has not compacted the

snow. Experience has shown that 2-4 sweepers are
nc
necessary to keep a runway in operation without undue

closing time. Snow clearing should be made in a way that
U
snow walls are not created at the immediate edge of the

runway.
To flight ice or compacted snow, various types of salt are
used in some cases. Practically, all such agents cause
corrosion and should, therefore, be avoided or the runway
should be cleaned before continuing operation. Urea,
alcohol and glycol, however, have been found acceptable,
if used in an appropriate manner.
DETERMINATION OF BRAKING ACTION DURING
Chapter 15
Supplementary Data
WINTER CONDITIONS
The braking action and the need for sanding must be
continuously followed up by using some methods to check
the braking action. Special caution regarding braking action
is necessary when temperature is changing from mild to
frost or vice versa. When braking action is significantly
different on various parts of a runway, the mean value for
each one-third part of a runway may be determined. For
landing aircraft, the braking action may be reported for the
first, second and third part seen in the direction of landing.
ed
If deferent braking action is reported along a runway, the
lowest value should be used with regard to crosswind
t
limitations and the average value of the far two-thirds with
in
regard to takeoff and landing weight calculations.
pr
Note: For long runways, special rules given in GWC are
valid with regard to crosswind.
or
d
de
oa
nl
d ow
if
d
lle
tro
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Chapter 15
Supplementary Data
AIRCRAFT EMERGENCY
Introduction
This part explains the vital actions which have to be taken in connection
with any emergency situation. Crew members’ responsibility is to
successfully handle the occasional emergency that may arise.
Instructions cannot cover all emergency conditions, nor is it possible to
details the precise steps to follow in each situation. Apply the procedures
covered in this chapter as applicable to the emergency. Uses of initiative
and good judgment are often necessary if application of procedures is not
ed
adequate or possible.
The most important duties of crew will, therefore; always be:
t
in
To provide the best crash protection for all passengers.
pr
To have the passengers well prepared for quick evacuation.
To supervise and assist the passengers during post evacuation.
or
The ability of the crew to prevent an emergency from developing into a
d
disaster is dependent upon their knowledge, skill and efficiency in
performing their stipulated duties.   de
Crewmembers must learn to recognize an abnormal situation and be
oa
prepared to implement their emergency drills when necessary.
nl
Chain of Command
ow
The following order of command applies in the event of injury or

incapacitation:  
d
Pilot in Command
if
First Officer
d
Onboard Supervisor (If on board) 

lle
Cabin Leader
tro
Cabin Crew
The next most ranking cabin attendant (Run by ID number)
on
Decision Authority
nc
The P-i-C has the prime responsibility for initiating passenger evacuation.
Should a flight attendant consider and evacuation necessary, she is to
U
advise the P-i-C of the situation and awaits his/her decision.

In the event where it is obvious that an evacuation is imperative of if no
contact with the cockpit is possible or confront with no doubt situation, a
cabin attendant shall assume full responsibility for initiating evacuation.
Importance of Time
Time is a crucial factor in an emergency. All crew members must be
capable of reacting to the situation and to execute their duties and
Chapter 15
Supplementary Data
responsibilities in the shortest time possible. In many instances, the time

available will be of paramount importance.
A POST-IMPACT FIRE WILL NECESSITATE, THEREFORE THE
EVACUATION OF PASSENGERS FROM THE AIRCRAFT TO BE
COMPLETED WITHIN 90 SECONDS.
Emergency Calls and CC Oral Commands

CALL FROM TO SIGNAL REMARKS
- Interphone to
CL station or
ed
- PA “CL
t
REPORT TO CL must proceed
in
Urgency Call Flight
Cabin FLIGHT to flight deck
(Planned) Deck
pr
DECK” or immediately
- Attendant’s
or
call “3 chimes
or more”
d
de Any cabin crew
Flight Interphone to can make this call
Cabin
Deck flight deck & flight deck must
oa
reply.
nl
Interphone to all
Cabin Cabin
station
ow
- PA “BRACE
BRACE” or
d
Emergency
Flight
Alert Cabin - Flashing
if
Deck
(unplanned) fasten seatbelt
d
sign
lle
After Cabin
tro
Preparation: - CC must
PA “CABIN immediate
on
CREW AT proceed to their

YOUR emergency
nc
stations and
STATION”
prepare for
Emergency Flight
U
Cabin When the bracing CCs

situation Deck
aircraft comes remain at their
to a complete emergency
stop: station and wait
for further
- PA “CABIN
instruction from
CREW AT
flight deck.
YOUR
STATION”
Brace Signal Flight Cabin - PA “BRACE
Chapter 15
Supplementary Data
Deck BRACE”
AND/OR
- Flashing
fasten seatbelt
sign
- PA
“EVACUATE
Evacuation Flight EVACUATE”
Cabin AND/OR
Signal Deck
- Evacuation
ed
signal
t
- PA“REMAIN
in
SEATED,
Unwarranted Flight
pr
Cabin RESUME
Evacuation Deck
NORMAL
or
DUTY”
- PA
d
Initiating Flight
Cabin “EVACUATE
Evacuation Deck de
EVACUATE”
PA “RELEASE
oa
Cabin Passenger
SEATBELT”
nl
owd
if
d
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Chapter 15
Supplementary Data
Types of Emergencies
Medical Emergencies
Medical emergencies require coordination with flight deck crew and may
interrupt the normal flight plan, such as diversion or priority landing. To
respond to a medical emergency.
Planned and Unplanned Emergencies
Preparation for an emergency evacuation begins each time you “report” to
fly. The procedures for preparing the cabin and briefing passengers are
divided into two categories.
ed
- Time available, the flight crew has time to
Planned
alert you to an expected emergency situation.
t
in
- Minimum time to prepare. Most likely to occur
Unplanned
pr
during takeoff and landing.
or
Planned Emergencies
d
When receiving urgency call, CL immediately contacts P-i-C in person and
de
obtains “NICE Briefing”. Repeat back all information before leaving flight
deck. All cabin attendant report to CL to get the briefing of cabin emergency
oa
preparation.
TO INITIATE PREPARATION FOR PLANNED EMERGENCY:
nl
- Nature of emergency.  
ow
- Intention of P-i-C.  
d
- Confirm special information.  

if
- Estimate time remaining & synchronize watch.  

d
lle
To Prepare Cabin for Planned Emergency:

tro
- Turn on all cabin lights.

on
- Read Emergency Announcement.

- Use appropriate emergency door mode. See that all emergency equipment is
nc
properly positioned, secured, and accessible for immediate use after

aircraft comes to a complete stop.
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Chapter 15
Supplementary Data
- Secure all area, including:

Galley Cabin
Secure galley curtains Secure class divider curtains
Turn power off and pull circuit Make sure lavatories are empty and lock
breakers them.
Stow all loose articles Stow all loose articles
Ensure cart brakes are locked Stow tray table
Ensure galley latches are in place Shut off entertainment system
ed
- Time to relocate passengers as instructed by flight deck crew. (Show
passengers exit locations. Position Able-Bodied Persons (ABPS) at
t
in
door areas and brief them after finished passenger preparation if time
pr
permitted.
To Prepare Passengers for Planned Emergency
or
- Tell passengers to prepare themselves:
d
- Seatbelts are secured.  
de
- Remove eyeglasses, fault teeth and put in their pocket.  
oa
- Loosen tight collar and neckties, put on extra cloths.  
- Collect their high heel, sharp objects and secured in LAV or cart.  
nl
- Inform brace signal & command.  

ow
- Point out evacuation route & exits.  

d
Remarks: When all preparations completed, CL report cabin secured to P-i-C

if
and turn off all cabin lights.  

d
lle
ABPs Selection.
tro
- All CC are responsible for selection, position and briefing ABPs in their
own designated area.  
on
- During passengers boarding, a mental note should be made of possible

nc
ABPs.  
- Ideally 3 ABPs per exit, for over wing exit 3 ABPs on each side.  
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- He/she must have a physical ability and willing to help.  

ABPs General Briefing.
- Remain seated until the aircraft complete stop.  
- Form barrier lock arms facing cabin to guard the exit and block
passengers.  
- Assess conditions inside and outside aircraft.  
Chapter 15
Supplementary Data
- Redirect passenger if exit is not ok.  

- Instruct door operation including slide instructions.  
- Take me with you give information about where to direct passengers
once outside  the aircraft also instruct how to unfasten crew
seatbelt/harness.  
ABPs Individual Briefing at Primary Exits.

LAND WATER
ed
- Go down the slide.  
- Jump into water.  
t
- Stay at end of slide.  
in
ABP 1 - Call and assist people out of  
pr
- Pull people off and send   A/C.  
them away from A/C.  
or
- Make sure CC is safe.  
- Make sure CC is safe.  
d
- Take CC off the plane  if
- Take CC off the plane  if
injured.  
de injured.  
- Jump into water.  
oa
- Go away from A/C and  
ABP 2
group people.   - Go away the aircraft.  
nl
- Give first aid /  No - Call and group people.  

ow
smoking.   - Give first aid.  

- No return to A/C.  
d
- No return to A/C.  
if
d
ABPs Individual Briefing at Primary Exits.

lle
LAND WATER
tro
- Assist CC or replace CC’s

- Assist CC or replace CC’s duties.
on
duties. - Operate door.

ABP 3
- Operate door. - Call people off.
nc
- Call people off - Remind people to inflate life

U
vest before jump into water.

Note: Evacuate with emergency equipment.
Chapter 15
Supplementary Data
ABPs Individual Briefing at Over wing Exits.

LAND WATER
- Open window.  
- Slide down the wing, - Open window.  
stand  at the bottom.   - Jump into water.  
ABP 1
- Pull people off and - Direct people away from
direct them away from A/C.
aircraft.  
ed
- Slide down the wing.
 
t
in
- Go away from - Jump into water.  
aircraft.  
pr
- Go away from aircraft.  
- Call and group
- Group people.  
or
ABP 2
people.  
- Give first aid / No - Give first aid.  
d
smoking.   de - No return to aircraft.  
- No return to aircraft.
oa
 
- Stand outside the
nl
window on the wing.  

ow
- Stand outside the

window on the wing.   - Assist people out.  
ABP 3
d
- Assist people out.   - Remind people to inflate

life  vest before jump into
if
water.  
d
lle
To Perform a Final Cabin Check in a Planned Emergency.

tro
- Clear and secure galley.

on
- Arm appropriate exits.

- Secure all luggages.
nc
- Clear exit areas, empty overhead bins near exits if possible.

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- Report to CL that area is secure.

- Turn off cabin lighting.
Chapter 15
Supplementary Data
To Prepare Yourself for a Planned Emergency.

- Put on your jacket.
- Remove any sharp objects (jewelry, pens, name tag, wings, etc.)
- Wet your hair.
- If time permit, remove nylons.  
- If you are CL, inform flight deck when cabin is secure.  
- Perform brace position.  
ed
- Perform Silent Thirty Seconds. (5E STS)
t
- Exit operation.
in
- Evacuation procedures.
pr
- Emergency command.
or
- Escape routes
- Emergency equipment location.
d
de
To Evacuate the Aircraft.
oa
1. Wait until aircraft comes to complete stop.
nl
2. Begin evacuation:
ow
Or – when hearing “EVACUATE EVACUATE” from flight deck.

Or - When hearing “Evacuation Signal” from flight deck.
d
Or - When no communication from flight deck and any life-threatening

if
conditions occur, as shown in “NO DOUBT, GET OUT” conditions. Begin CC

d
initiated evacuation.
lle
3. While assessing conditions outside the exit: - Shout “RELEASE SEAT BELT,
tro
NO BAG, NO HIGH HEEL

4. If exit is unsafe or inoperative:
on
- Redirect passengers to other exits.

nc
- Shout “GO THAT WAY “EXIT BLOCKED”

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5. If it is safe to open exit:

- Open exit in emergency mode.
- Pull manual inflation handle (MIH).
- When exit is ready, shout “COME THIS WAY
6. As passengers evacuate:
(i) Use command “Go Go”.
(ii) If evacuate from Over wing exit, shout “LEG FIRST, FOLLOW ARROWS
Chapter 15
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(iii) If evacuate though a smoke-filled cabin, instruct passengers to “stay low” “follow
the light”.
7. Check cabin clear before evacuating.
8. Take emergency equipment (First Aid Kit, Flash light, Megaphone and
ELT) with you.
9. Gather all passengers to a safe area from aircraft:
- On Ground: Away from aircraft upwind about 200 meters.  
- Ditching: Swim away from aircraft about 50 meters.
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10. Head count all survivors both passengers and crew.
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11. Give first aid. Do not allow anyone to return to aircraft or to smoke
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To Evacuate the Aircraft.
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No Doubt, Get Out Conditions.
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 Fume or dense smoke.
 Fire.
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 Fuel leak.
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 Fuselage serious damage.

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 Flood or submersion.
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NOTE: ‘No Doubt, Get Out” Conditions applies upon the judgement of the
crew, only when the conditions above are high severity and there is no
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communication from the flight deck and/or the flight deck cannot be
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contacted.
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Limited Time Emergencies When there is less preparation for an

emergency due to limited time available.
To Respond to a Limited Time Emergency. (10 minutes or less
preparation)
- CL informs cabin crew.
- Go immediately to own jump seat and secure for landing.
- Cabin Leader makes short EM PA from Emergency Announcement
card, available at all Cc jump seat.
- If capable, brief ABP from own jump seat.
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- When hearing Brace Signal, turn on emergency light switch and shout
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“HEAD
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DOWNHEADDOWN,
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- When aircraft comes to complete stop.
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- Follow instructions “To evacuate aircraft”.
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Unplanned Emergencies de
On an unplanned emergency you will have no time to prepare. Most likely
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occurs during critical phrase of flight, which is takeoff and landing.
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TO RESPOND TO AN UNPLANNED EMERGENCY

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- Go immediately to your jump seat and secure yourself for landing.

- Shout “HEAD DOWN HEAD DOWN,
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- When aircraft comes to complete stop, turn on emergency light switch.

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- Follow instructions “To evacuate aircraft”.

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Chapter 15
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Unwarranted Evacuation
An unwarranted evacuation is one in which:
(a) An unnecessary evacuation is initiated.  or  
(b) An evacuation was started but is no longer necessary. Flight crew will
command “REMAIN SEATED REMAIN SEATED”  
TO RESPOND TO AN UNWARRANTED EVACUATION
- Shout “STAY CALM, REMAIN SEATED”,
- Be aware of an initiated evacuation by passengers. If occurs:
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- Use PA to command them to “STOP”
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- Advise them that the evacuation does not require.
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- Command them to return to their seats and wait for further
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instructions from crewmember.
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- Inform the situation to P-i-C.
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PROTECTION AGAINST IMPACT de
Brace Signal
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One minute before the estimated touchdown, the flight crew will
(i) Order “BRACE” command over the PA system
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(ii) AND/OR
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(iii) Flashing the seatbelt sign.

Whenever possible, the BRACE order should be repeated by the flight crew
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immediately before impact.

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BRACE POSITION
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The brace for impact position is assumed to prevent or minimize injuries

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during an impact. Protection from the force of impact can be reduced by

leaning or bending forward and pre-positioning the head and body in a safe
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manner.
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There are various recommended brace positions. However certain

guidelines apply to all brace positions.
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The seatbelt should always be fastened below the waist with the body
firmly against the back of the seat.
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The seatbelt should be fastened as tightly as possible to provide better

restraint.
Feet should be placed firmly on the floor in front of the seat. The
passengers should be instructed to comply with the order and to
remain in brace position until the aircraft has come to stop.
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Cabin Crew Brace Position

FWD Facing Seat
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or
- Seat belt low and tight, shoulder harnesses secured.
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- Press chin against chest.
- Arms slightly bent, sit on the palms.
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- Legs apart, feet firmly on floor.
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AFT FACING SEAT

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- Seat belt low and tight, shoulder harnesses secured.

- Head against headrest.
- Arms slightly bent, sit on the palms.
- Legs apart, feet firmly on floor.
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PASSENGER BRACE POSITION 

Wide Seat Pitch
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- Seatback upright.
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- Seatbelt low and tight.
- Grab thighs tightly.
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- Feet firmly on the floor.
- Lean forward as far as possible.
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NARROW SEAT PITCH de
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- Seatback upright.
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- Seat belt low and tight.

- Bend forward and grab hands behind head.
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Or
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Chapter 15
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a. Seatback upright.
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b. Seat belt low and tight.
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c.Bend forward and place both hands on seatback in front.
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d.Forehead against arms.
e. Feet firmly on the floor.
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MOTHER WITH INFANT BRACE POSITION
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- Seatback upright and seatbelt low & tight.

- Feet firmly on the floor with knees together
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- Place infant on a pillow on mother’s lap. Infant’s legs astride mother’s

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waist.
- The mother supports the infant’s head and neck with one hand.
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- With the other hand on the seatback in front or protect her own head.
- The mother bends forward over the infant.
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PREGNANT/HANDICAPPED PASSENGERS BRACE POSITION
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- Seatback upright.
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- Handicapped seatbelt low and tight.
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- Pregnant seatbelt below the abdomen.
- Both hands on the seatback in front.
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- Forehead against arms.
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RELOCATED PASSENGER BRACE POSITION

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This position is used when a passenger is relocated and there is no other

seat available for him in the cabin. Instruct the relocated passengers to do
the following:
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Sit on the floor between two rows of seats and place his or her back
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against the fuselage.

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Use pillows to cushion head and spine.

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Head placed solidly against the fuselage.

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Passengers seated in that row will place their legs over the passenger
on the floor while assuming the appropriate bracing position.
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BRACECOMMAND
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The brace command has to be short and positive, so the passenger will
have an absolutely clear of what is being asked to do and more importantly
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to give some indication of how long they need to be in that position.

In an emergency passenger will be looking for leadership and evidence that
despite the situation, the crew are in control. Along with other commands,
they are there in effect to induce “Positive Panic”.
BRACE COMMAND PLANNED/UNPLANNED EMERGENCY
Head down, Head down
EVACUATION COMMAND
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Supplementary Data
As soon as the aircraft comes to a complete stop, in case an evacuation is

necessary, the command to start evacuation shall normally be given by
the Commander.
PRIMARY EXIT
Crash Landing Ditching
Planned/Unplanned Planned/Unplanned
Emergency Emergency
Release seatbelt
Release seatbelt Put life vest on, do not inflate
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No bag, No high heel Come No bag, No high heel Come
this way
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this way
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(Stand back, Stand back) (Stand back, Stand back)
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Jump Jump Inflate life vest
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Jump Jump
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Over wing Exit
Crash Landing
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Planned/Unplanned Planned/Unplanned
Emergency Emergency
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Release seatbelt
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Release seatbelt
No bag, No high heel Come Put life vest on, do not inflate
No bag, No high heel Come
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this way
this way
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(Stand back, Stand back)

(Stand back, Stand back)
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Leg first, follow arrows

Leg first, follow arrows
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Go Go Inflate life vest, Go Go

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Chapter 15
Supplementary Data
HUMAN FACTORS
General
Flight Safety is a main objective of the aviation. A major contributor to
achieve that objective is a better understanding of Human Factors and the
broad application of its knowledge. Increasing awareness of Human
Factors in aviation will result in a safer and more efficient working
environment.
The purpose of this chapter is to introduce this subject and to provide
guidelines for improving human performance through a better
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understanding of the factors affecting it through the application of Crew
Resource Management (CRM) concepts in normal and emergency
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situations and through understanding of the accident causation model.
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The Meaning Of Human Factors
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The human element is the most flexible, adaptable and valuable part of the
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aviation system. But it is also the most vulnerable to influence, which can
adversely affect its performance. Lapses in human performance are cited
as causal factors in the majority of incidents/accidents, which are commonly
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attributed to “Human Error”. Human Factors have been progressively
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developed to enhance the Safety of complex systems, such as aviation, by
promoting the understanding of the predictable human limitations and its
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applications in order to properly manage the „human error‟. It is only when
seeing such an error from a complex system viewpoint that we can identify
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the causes that lead to it and address those causes. A good understanding
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on human factor thus can enable the crews and all personnel associated
with aviation to:
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Grow up the aptitude of working together in concert with machines

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Achieve safety and efficiency by optimizing the role of people whose

activities relate to complex hazardous systems such as aviation
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Master on the point of efficiency under a multidisciplinary field devoted

to optimizing human performance and reducing human error
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Understand as to how the human factor incorporates the methods and

principles of the behavioral and social sciences, physiology and
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engineering.
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Safety & Efficiency

Safety and efficiency are so closely interrelated that in many cases their
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influences overlap and factors affecting one may also affect the other.
Human Factors have a direct impact on those two broad areas. Human
Factors and its application also directly influence efficiency. In turn it has a
direct bearing on safety.
For instance, motivation constitutes a major boost for individuals to
perform with greater effectiveness, which will contribute to a safe
operation.
Properly trained and supervised crewmembers working in accordance
to SOPs are likely to perform more efficiently and safely.
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Cabin crew understanding of passengers’ behavior and the emotions

they can expect on board is important in establishing a good
relationship which will improve the efficiency of service but will also
contribute to the efficient and safe handling of emergency situations.
The proper layouts of displays and controls in the cockpit enhance
Flight Crew efficiency while promoting safety.
Factors Affecting Aircrew Performance
Although the human element is the most adaptable component of the
aviation system that component is influenced by many factors which will
affect human performance such as fatigue, circadian rhythm disturbance,
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sleep deprivation, health and stress. These factors are affected by
environmental constraints like temperature, noise, humidity, light, vibration,
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working hours and load.
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Fatigue
Fatigue may be physiological whenever it reflects inadequate rest, as well
or
as a collection of symptoms associated with disturbed or displaced
biological rhythms. It may also be psychological as a result of emotional
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stress, even when adequate physical rest is taken. Acute fatigues are
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induced by long duty periods or an accumulation of particularly demanding
tasks performed in a short period of time. Chronic fatigue is the result of
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cumulative effects of fatigue over the longer term. Temperature, humidity,
noise, workstation design and Hypoxia are all contributing factors to fatigue.
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Circadian Rhythm Disturbance

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Human body systems are regulated on a 24-hour basis by what is known

as the circadian rhythm. Several agents maintain this cycle: day and night,
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meals, social activities, etc. When this cycle is disturbed, it can negatively
affect safety and efficiency.
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Circadian rhythm disturbance or circadian dysrhythmia is not only

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expressed as jet lag resulting from long-haul flights were many time zones
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are crossed but can also result from irregular or night scheduled short-haul
flights.
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Symptoms of circadian dysrhythmia include sleep disturbance, disruption

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of eating and elimination habits, lassitude, anxiety and irritability. That will
lead to slowed reaction, longer decision-making times, inaccuracy of
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memory and errors in computation which will directly affect operational

performance and safety.
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Sleep deprivation
The most common symptom of circadian dysrhythmia is sleeps
disturbance. Tolerance to sleep disturbance varies between individuals and
is mainly related to body chemistry and emotional stress factors. In some
cases, sleep disturbance can involve cases of over-all sleep deprivation.
When that stage is reached it is called Situational Insomnia, i.e. it is the
direct result of a particular situation. In all cases, reduced sleep will result
in fatigue.
Some people have difficulty sleeping even when living in normal conditions
Chapter 15
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and in phase with the circadian rhythm. Their case is called Clinical
Insomnia. They should consult a medical doctor and refrain from using
drugs, tranquillizers or alcohol to induce sleep, as they all have side effects
which will negatively affect their performance and therefore the safety of
flights.
To overcome problems of sleep disturbance one should adapt a diet close
to his meal times, learn relaxation techniques, optimize the sleeping
environment, recognize the adverse effects of drugs and alcohol and be
familiar with the disturbing effects to circadian dysrhythmia to regulate his
sleep accordingly.
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Health
Certain pathological conditions (heart attacks, gastrointestinal disorders,
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etc.) have caused sudden pilot incapacitation and in rare cases have
contributed to accidents. But such incapacitation is usually easily
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detectable by other crewmembers and taken care of by applying the proper
procedures.
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The more dangerous type is developed when a reduction in capacity results
in a partial or subtle incapacitation. Such incapacitation may go undetected,
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even by the person affected, and is usually produced by fatigue, stress, the
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use of some drugs and medicines and certain mild pathological conditions
such as hypoglycemia. As a result of such health conditions, human
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performance deteriorates in a manner that is difficult to detect and
therefore, has a direct impact on flight safety.
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Even though aircrew are subjected to regular periodical medical

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examinations to ensure their continuing health, that does not relieve them
from the responsibility to take all necessary precautions to maintain their
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physical fitness. It hardly needs to be mentioned that fitness will have

favorable effects on emotions, reduces tension and anxiety and increases
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resistance to fatigue. Factors known to positively influence fitness are

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exercise, healthy diet and good sleep/rest management. Tobacco, alcohol,

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drugs, stress, fatigue and unbalanced diet are all recognized to have
damaging effects on health. Finally, it is each individual responsibility to
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arrive at the workplace “fit to fly”.

Stress
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Stress can be found in many jobs, and the aviation environment is

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particularly rich in potential stressors. Some of these stressors have

accompanied the aviation environment since the early days of flying, such
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as weather phenomena or in-flight emergencies, others like noise, vibration

and G Forces have been reduced with the advent of the jet age while
disturbed circadian rhythms and irregular night flying have increased.
Stress is also associated with life events which are independent from the
aviation system but tightly related to the human element. Such events could
be sad ones like a family separation, or happy ones like weddings or
childbirth. In all situations, individual responses to stress may differ from a
person to another, and any resulting damage should be attributed to the
response rather than the stressor itself.
Chapter 15
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In an aircrew environment, individuals are encouraged to anticipate,

recognize and cope with their own stress and perceive and accommodate
stress in others, thus managing stress to a safe end. Failure to do so will
only aggravate the stressful situation and might lead to problems.
Personality Vs Attitude
Personality traits and attitudes influence the way we behave and interact
with others. Personality traits are innate or acquired at a very young age.
They are deep-rooted, stable and resistant to change. They define a person
and classify him/her (e.g. ambitious, dominant, aggressive, mean, nice,
etc.).
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On the contrary, attitudes are learned and enduring tendencies or pre-
dispositions to respond in a certain way, the response is the behavior itself.
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Attitudes are more susceptible to change through training, awareness or
persuasion.
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The initial screening and selection process of aircrew aims at detecting
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undesired personality characteristics in the potential crewmember in order
to avoid problems in the future.
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Human Factors training aims at modifying attitudes and behavior patterns
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through knowledge, persuasion and illustration of examples revealing the
impact of attitudes and behavior on flight safety. That should allow the
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aircrew to make rapid decisions on what to do when facing certain
situations.
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Crew Resource Management (CRM)

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CRM is a practical application of Human Factors. It aims at teaching crew

members how to use their interpersonal and leadership styles in ways that
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foster crew effectiveness by focusing on the functioning of crew members

as a team, not only as a collection of technically competent individuals, i.e.
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it aims at making aircrew work in “Synergy” (a combined effect that exceeds

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the sum of individual effects).

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Changes in the aviation community have been drastic throughout this

century: the jet age, aeroplane size, sophisticated technology, deregulation,
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hub and spokes, security threats, industrial strikes and supersonic flights.
In every one of those changes some people saw a threat, it made them
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anxious, even angry sometimes.

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When first introducing CRM, some people might see a threat, since it
constitutes a „change‟. However, with the majority of accidents having
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lapses in human performance as a contributing causal factor, and with

nearly two decades of CRM application in the international aviation
community revealing a very positive feedback, we see this „change‟ as
“strength”.
CRM can be approached in many different ways, nevertheless there are
some essential features that must be addressed: The concept must be
understood, certain skills must be taught, and inter-active group exercises
must be accomplished.
To understand the concept one must be aware of certain topics as synergy,
Chapter 15
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the effects of individual behavior on the team work, the effect of

complacency on team efforts, the identification and use of all available
resources, the statutory and regulatory position of the P-i-C as team leader
and commander, the impact of company culture and policies on the
individual and the interpersonal relationships and their effect on team work.
Skills to be developed include:
Communication skills Effective communication is the basis of successful
teamwork. Barriers to communication are explained, such as cultural
difference, rank, age, crew position, and wrong attitude. Aircrews are
encouraged to overcome such barriers through self-esteem, participation,
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polite assertiveness, legitimate avenue of dissent and proper feedback.
Situational Awareness Total awareness of surrounding environment is
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emphasized so is the necessity from the crewmember to differentiate
between reality and perception of reality, to control distraction, enhance
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monitoring and cross- checking and to recognize and deal with one’s or
others incapacitation, especially when subtle.
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Problem Solving and Decision Making That skill aims at developing
conflict management within a time constraint. A conflict could be immediate
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or ongoing, it could require a direct response or certain tact to cope with it.
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By developing Aircrew judgement within a certain time frame, we develop
skills required to bring conflicts to safe ends.
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Leadership In order for a team to function efficiently it requires a leader.
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Leadership skills derive from authority but depend for their success on the
understanding of many components such as managerial and supervisory
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skills that can be taught and practiced, realizing the influence of culture on
individuals, maintaining an appropriate distance between team members
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enough to avoid complacency without creating barriers, care for one’s

professional skill and credibility, the ability to hold the responsibility of all
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crew members and the necessity of setting the good example. The
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improvement of these skills will allow the team to function more efficiently
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by developing the leadership skills required to achieve a successful and

smooth followership in the team.
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Stress Management Commercial pressure, mental and physical fitness to

fly, fatigue, social constraints and environmental constraints are all part of
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our daily life and they all contribute in various degrees to stress. Stress
management is about recognizing those elements, dealing with one’s
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stress and help others manage their own. It is only by accepting things that
are beyond our control, changing things that we can and knowing the
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difference between both that we can safely and efficiently manage stress.
Critique Discussion of cases and learning to comment and critique actions

are both ways to improve one’s knowledge, skills and understanding.
Review of actual airlines accidents and incidents to create problem-solving
dilemmas that participant Aircrew should act-out and critique through the
use of feedback system will enhance crew members awareness of their
surrounding environment, make them recognize and deal with similar
problems and help them solve situations that might occur to them.
Chapter 15
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Incorporation of Human Factors

Finally, for a CRM program to be successful it must be embedded in the
total training programmed, it must be continuously reinforced, and it must
become an inseparable part of the organizations culture. CRM should thus
be instituted as a regular part of periodical training and should include
practice and feedback exercises such as complete crew LOFT exercises.
Line Oriented Flight Training (LOFT)
LOFT is considered to be an integral part of CRM training, where the
philosophy of CRM skills is reinforced. LOFT refers to aircrew training which
involves a full mission simulation of situations, which are representative of
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line operations, with emphasis on situations, which involve communication,
management and leadership. As such it is considered as a practical
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application of the CRM training and should enhance the principles
developed therein and allow a measurement of their effectiveness.
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Human Factor Analysis Group
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With the above concept on Human Factors in mind, NOK is committed to
ensure high level of safety. Thus, NOK Management will form a Human
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Factors Analysis Committee comprising of the following members:
Manager Flight Safety
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One Representative from Insp. & Q.A.
One Representative from Crew Schedule
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The committee will maintain confidentiality in all fields and the concept shall
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be Non-punitive in nature.
Terms of References (TOR) of this group will be as under:
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To examine all incidents, that occurred in the airline.

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To find out the root causes (Human Factors) of incidents.

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To find any suspected trends, which jeopardizes or could jeopardize

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the safety of the flight.

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To find any suspected trends which could lead to an incident.

To reduce error, find solution.
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To submit report to Managing Director for approval, relating to Human

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Factors.
To maintain high level of confidentiality regarding incidents at all the
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time.  
Training
NOK shall arrange for Periodical CRM training to the crew and all company
personnel associated with the operations of the aircraft. Such training will
be at least two days long for Initial Training and one day for Recurrent
Training to be conducted as per CAAT approved procedure. NOK will also
ensure LOFT training to its crew whenever convenient.
The necessary skills, principles and factors of CRM to all crewmembers
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shall be imparted during this training programs and the flight crew shall
apply these principles during line operations.
Note. — Information on knowledge and skills related to human performance
can be found in the Human Factors Training Manual (ICAO Doc 9683).
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ELECTRONIC NAVIGATION DATA MANAGEMENT
The operator shall not employ electronic navigation data products that
have been processed for application in the air and on the ground
unless the operator’s procedures have been approved by the
Authority to ensure that:
(i) the process applied, and the products delivered have met
acceptable standards of integrity; and
(ii) the products are compatible with the intended function of the
equipment that will use them.
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The operator must ensure that both the process and the products are
continuously monitored to meet with the standards of integrity as
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provided in RTCA DO-200A /EUROCAE ED-76 and RTCA DO201A
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/EUROCAE ED-77 .
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The operator shall implement procedures that ensure the timely
distribution and insertion of current and unaltered electronic
or
navigation data to all aircraft that require it.
Electronic Flight Bag (EFB)
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Subject to Paragraph 12(6 )of the Thailand Regulatory Requirement,
this paragraph contains the requirements for the installation of an EFB
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system
“Electronic Flight Bag (EFB)” refers to an electronic version of the
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typical paper-based “flight bag”.

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An operational approval from the Authority shall be obtained prior to

the operation of an EFB .An operator who wishes to use EFB,
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irrespective of the EFB being portable or installed as aircraft fixture(s),

shall submit to the Authority for evaluation with regards to the
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airworthiness of the aircraft and operational approval of the EFB .

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Operations of EFB include the application of both hardware and

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software .EFB hardware is categorized into three classes each with

defined scope and complexity of operation .Correspondingly EFB
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software is type-classified or different scope and level of application .

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Note 2 : Additional guidance is provided via relevant advisory circulars on

EFB operations .
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NOTE: At present NOK does not have EFB. To be added more

information if NOK operates
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Appendix A
Basic Settings Of Nok Manuals
APPENDIX A BASIC SETTINGS OF NOK MANUALS

The basic settings to be used are defined in the following table
Standard 21cm by 29.7cm (A4) paper is used in portrait orientation.

Paper Size
Exemption : Cabin crw manual where A5 is used.
Arial is used. The default size is 12 and specified 15 point for “Main
Base Font TITLE”, 13 point for “SUBSECTION” and 12 point for “Sub-
subsection”.
Wherever it is used, use the sequence day, month (word), year, for
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Date Settings
example 19 Jun 2015
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All pages have standard margins for the body text, headers and
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Margins footers. Left and right margins are initially set to 2.54 cm a 2.54 cm,
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top and bottom margins are set to 2.54 cm and 2.54 cm.
Tabs are set at the beginning of the template document. These are
Tabs
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set at 2.0” and every 1.0” after.
Line Spacing 1
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A standard page header appear on all pages of a deliverable manual
(except for the Approval Page and the Title Page). The standard
heading contains NOK logo left aligned and the “Manual Title”,
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Page Headers
“Chapter No.” and “Chapter Title” right aligned.
The standard header has a horizontal line separate the header from
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the body text.

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A standard footer appears on all pages of a deliverable manual

(except for the Approval Page and the Title Page). The standard
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footer contains the “Issue , Revision , Date.”, left aligned. “Nok

Page Footers Airlines Public Company Limited” center aligned and The Chapter
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No. and Page No. are set in right aligned.

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The standard footer is separated from the body text by a horizontal

line.
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Paragraph Each paragraph with a title is to be numbered and/ or symbolic, up to

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Numbering level 5.
Each new chapter must start on odd page and each Subtitle must
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Spacing
start on a new page
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All paragraphs in the manual shall be numbered for ease of searching of policies
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references
Issue 3, Revision 0, 11 NOV 2019 Nok Airlines Public Company Limited Appendix A-1
Appendix A
Basic Settings Of Nok Manuals
A.1 Page Format
The format of the pages in this manual for page identification allows the manual users
to identify amendments effectively.
Example of page format
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Issue 3, Revision 0, 11 NOV 2019 Nok Airlines Public Company Limited Appendix A-2
Appendix B
ADS-B Operation
APPENDIX B ADS-B Operation

B.1 Overview
Introduction
In 1990’s, the ICAO had tasked the FANS committee to find solutions to cope
with the traffic growth. The FANS committee works resulted in the CNS/ATM
concept.
Future Air Navigation Systems (FANS) is an advanced system of
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Communication, Navigation, Surveillance, Air Traffic Management
(CNS/ATM) utilizing data link and satellite communications, navigation and
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surveillance systems, taking into account validated operational experience
with modern technology. Whenever FANS 1, FANS A or FANS 1/A is
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documented, it refers to manufacturer’s programs (FANS 1 = Boeing and
FANS A = Airbus).
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Communications
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The biggest change provided by FANS is the way pilot and ATC
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communicate. In addition to the classical VHF and HF voice, and to the more
recent satellite voice, digital CPDLC (Controller Pilot Data Link
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Communication) is used as a primary communication means in some
airspaces (mainly oceanic and remote areas). CPDLC is a powerful means to
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sustain ATC communication in oceanic or remote areas. CPDLC gets rid of

drawbacks of HF voice (e.g. poor transmission quality, language barrier,
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workload for both ATC and flight crew). CPDLC is also becoming an additional
tool to overcome VHF congestion in some busy TMAs and to improve the
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traffic flow (e.g. deployment of ATN in Europe).

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Navigation
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FANS routes and air spaces are associated with a given RNP (Required
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Navigation Performance) value. This RNP is a statement on the navigation

performance accuracy necessary for operation in this air space. It is defined
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by the relevant ATS of the concerned area. In the South Pacific region, for
instance, flying a Los Angeles-Sydney FANS route requires the RNP 10
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capability. The combination of RNP with CPDLC and ADS-C enables the
reduction of procedural separations (longitudinal and lateral) down to 30 NM.
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Therefore, airspace capacity is increased and aircraft have more flexibility to

be flown in these airspaces.
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Surveillance
Different types of surveillance may be found. Wherever radar coverage is
possible, SSR modes A, C and S are used. Mode S with Elementary
Surveillance (ELS) and Enhanced Surveillance (EHS) provides a lot of
surveillance data to ATC. In addition to the conventional SSR modes, ATC
can retrieve the aircraft position and other surveillance data thanks to the
Automatic Dependent Surveillance (ADS). There are two kinds of ADS:
(a) ADS-Broadcast (ADS-B) ADS-B automatically broadcasts surveillance
data towards ATC and other aircraft. From an ATC perspective, ADS-B
is a promising technology to complement or replace SSR. In various
Issue 3, Revision 0, 11 NOV 2019 Nok Airlines Public Company Limited Appendix B-1
Appendix B
ADS-B Operation
places in the world (Australia, Canada, Europe, US, Asia), ADS-B

enables SSR-like surveillance services. ADS-B covers continental areas
where ADS-B ground stations can be easily installed. ADS-B is less
expensive than SSR in terms of installation and maintenance, and
promises to be more effective than SSR.
From an aircraft perspective, ADS-B enhances the traffic situational
awareness (e.g. display of flight numbers and tracks of surrounding
aircraft). This enhanced traffic situational awareness helps the flight
crew better understand ATC instructions in a busy airspace or anticipate
flight planning (e.g. flight level change when flying in OTS).
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(b) ADS-Contract (ADS-C). In oceanic or remote areas, ATC applies
procedural separations (e.g. 10-min longitudinal separation) and flight
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crew have to regularly report the position of their aircraft. Thanks to
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ADS-C, position reports are automatically done via data link. Flight
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crews are no more required to perform voice position reports. ATC
controllers have clear position reports that are plotted on a screen. ADS-
or
C is an end-to-end connection between an aircraft and the ATC center.
A contract is established between the aircraft avionics and the ATC
center to determine the type of position reports (i.e. on event, on
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demand, or periodical). ADS- C enables to reduce longitudinal and
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lateral separations (e.g. 80 NM down to 30 NM).
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Air Traffic Management
Under this term is grouped a large set of methods to improve the management
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of all the parts of the air traffic, e.g. traffic flow management, strategic (long
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term) and tactical (short term) control or air traffic services. New methods are
developed and progressively implemented to provide greater airspace
capacity to cope with the large increase of air traffic demand. A close co-
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operation of ATS, crew and airline operational centers, is expected to be

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reached through data communications, and automated sharing of real- time

information. CPDLC, ADS and AOC/ATC inter-facility link are some of the
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tools used to support new ATM methods such as Collaborative Decision

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Making (CDM). The aim of CDM is to enable the corresponding actors (crew,
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controllers and airline operations) involved in ATM system, to improve mutual

knowledge of the forecast/current situations, of each other constraints,
preferences and capabilities, so as to resolve potential problems.
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Appendix B
ADS-B Operation
B.2 ADS-B
Overview
ADS-B (Automatic Dependent Surveillance Broadcast) is an application of
the transponder Mode S. As such, this application is hosted by the
transponder. Whereas ADS-C reports on request (via a contract), ADS-B
reports data by broadcasting. Only a Mode S receiver is needed to collect
broadcasted data. It does not require any data link. Since ADS-B uses the
transponder aerial, the range is limited to about 120NM. Any unit equipped
(e.g. ATC center, aircraft) with an ADS-B receiver is capable to pick up
broadcasted data. Considering the range of ADS-C and ADS-B, they are
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expected to complement each other for a complete coverage during a
transoceanic flight for instance. When the aircraft is out of VHF coverage,
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ADS-C makes the link between the aircraft and the ATC center. When in
in
VHF coverage, ADS-B makes the link with any ATC centers or aircraft in the
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vicinity, equipped with an ADS-B receiver.
ADS-B is a broadcast surveillance system with air-to-ground (aircraft to
or
ATS) and air- to- air (aircraft to aircraft) applications. ADS-B avionics
broadcast identification, position, altitude, velocity and other data
automatically about every half second. The system ‘depends’ on other
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aircraft system, such as a barometric encoder and global navigation satellite
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system (GNSS) equipment for the data.
The ADS-B signal can be captured for surveillance purposes on the ground
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(ADS-B Out) or on board other aircraft (ADS-B In). The latter will enable
Airborne Traffic Situational Awareness (ATSAW), spacing, separation and
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self-separation applications.
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ADS-B is automatic because no external stimulus is required; it is

dependent because it relies on on-board systems to provide surveillance
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information to other parties. Finally, the data is broadcast, the originating

source has no knowledge of who receives the data and there is no
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interrogation or two-way contract.

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ADS-B ground station equipment comprises a receiver unit, an antenna and

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a site monitor. Ground stations are connected to the air services digital
communication infrastructure, and combined with radar, provide continent-
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wide, line-of-sight surveillance coverage above 30,000 feet, as well as

significant coverage at lower levels.
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ADS-B is a data-link system that normally utilizes the same transponder, but
operates independently of the aircraft radar and traffic collision alerting and
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avoidance (TCAS) systems. Most modern Mode S secondary surveillance

radar (SSR) transponders are capable of transmitting SSR and ADS-B (also
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termed extended squitter) data. The older Mode A/C transponders do not
support ADS-B.
Currently, ADS-B provides surveillance coverage in several regions of the
world, including portions of Australia, Canada, and in the Asia-Pacific
region. Additional International Civil Aviation Organization (ICAO) regions
and Member States are expected to implement ADS-B in their airspace
and/or on specific airways and routes in the future.
Appendix B
ADS-B Operation
System Descriptions
(a) ADS-B System Architecture
The ADS-B system architecture is composed of aircraft avionics and a
ground infrastructure. Onboard avionics determine the position of the
aircraft, typically by using the Global Navigation Satellite Systems
(GNSS) and transmitting this and additional information about the
aircraft to ground stations for use by ATC; to ADS- B equipped aircraft;
and to other aviation service providers.
Note : Without GNSS, ADS-B will be unserviceable.
(b) ADS-B Operating Frequencies
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The ADS-B system operates on two frequencies: 1090 or 978
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megahertz (MHz).
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(i) 1090 MHz Frequency : The 1090 MHz frequency is associated
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with current Mode A, C, and S transponder operations. ADS-B
information is included in Mode S transponders’ Extended
Squitter (ES) transmit messages, and referred to as 1090ES.
or
(ii) 978 MHz Frequency : ADS-B equipment operating on 978
MHz are referred to as Universal Access Transceivers (UAT)
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currently being implemented in USA.
(c) ADS-B Avionics Operating Modes
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ADS-B avionics can have the ability to both transmit and receive
information.
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(i) ADS-B OUT : The transmission of ADS-B information from aircraft

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is known as ADS-B OUT. This capability on board is enabled by

transponders interfaced with the relevant avionics systems (such
as GNSS, pressure altimeters etc.). Many aircraft have ADS-B
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Extended Squitter capability already available packaged with the

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Mode S Enhanced Surveillance installations.

(ii) ADS-B IN : The receipt of ADS-B information by an aircraft is
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known as ADS-B IN. This capability requires a receiver, a

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processing system (traffic computer) and an HMI unit (often

called Cockpit Display of Traffic Information (CDTI)). The “ADS-B
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In” system could be integrated in the forward field of view or be in

the form of an Electronic Flight Bag (EFB).
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(d) ADS-B data

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The ADS-B data transmitted are defined in the relevant standards and
certification documents (e.g. EASA AMC 20-24 for ADS-B in Non-
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Radar Airspace or CS-ACNS for “ADS-B out”). They include (amongst

others) the following:
Aircraft horizontal position (latitude/longitude)
(iii) Aircraft barometric altitude (will be the same as for the SSR)
(iv) Quality indicators
(v) Aircraft identification:
 Unique 24-bit aircraft address
 Aircraft identification
 Mode A code (in the case of CS ACNS for “ADS-B Out”)
(vi) Emergency status
Appendix B
ADS-B Operation
(vii) Special Position Indicator (SPI) when selected
Flight Planning
Prior to using the ADS-B service, dispatcher should be familiar with
ICAO flight plan completion and correct entry of ADS-B identifiers.
ADS-B capable aircraft should enter the appropriate equipment code in
Item 10 of the ICAO flight plan.
Aircraft Address Input
Each Mode S equipped aircraft has a unique address which consists of
the ICAO 24-bit code assigned by the State of Aircraft Registry. The
code is entered into the Mode S transponder during installation and
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cannot be modified from the flight deck by pilots. The Mode S address
must remain associated with the specific aircraft registration. This
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address is used by the target processor during ADS-B aircraft
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identification and track processing.
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Flight Crew Procedure
or
(a) Flight Identification Input
Flight identification is the equivalent of the Aircraft Identification
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(ACID), and is used in both ADS-B and Mode S SSR technology.
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Usually set by the flight crew, the maximum 7 character flight
identification can be entered through either the transponder
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control panel (if present) or the Flight Management System
(FMS). The Flight ID (FLTID) enables the target on the pilot's
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display to be positively transferred to the ATC display and

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correlated with the filed flight plan information. To ensure proper

functionality, the FLTID must match the ACID entered in Item 7 of
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the ICAO Flight Plan. The FLTID entered should not have any
leading zeros, hyphens, dashes or spaces added. Zeros only
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appear when part of the ICAO Flight Plan number.

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Note : Airline aircraft will use the three-letter ICAO airline code
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used in flight plans, not the two-letter IATA codes. Pilots should
be aware that some aircraft do not allow changes to the FLTID
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once airborne. This feature stresses proper FLTID entry on the

ground.
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(b) Navigation Sensor

Ensure that GPS is used for navigation in order to make aircraft
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position align with ADS-B position.

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Appendix B
ADS-B Operation
(c) Transponder Operation and ADS-B Transmissions

In most aircraft installations, the SSR transponder control module
in the cockpit also controls the ADS-B transmitter, operating the
SSR system will also operate the ADS-B system. Operators
should be aware that disabling the transponder may also disable
ADS-B transmissions, resulting in a loss of Secondary
Surveillance Radar (SSR) services and Traffic Alert and Collision
Avoidance System (TCAS)/TCAS II operation, if so equipped.
(d) Emergency
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To indicate that it is in a state of emergency or to transmit other
urgent information, an aircraft equipped with ADS-B might
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operate the emergency and/or urgency mode as follows:
in
(i) emergency;
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(ii) communication failure;
or
(iii) unlawful interference;
(iv) minimum fuel; and/or
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(v) medical. de
Note : Some aircraft equipped with first generation ADS-B
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avionics do not have the capability described above and only
have the capability to transmit a general emergency alert
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regardless of the code selected by the pilot.

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Appendix B
ADS-B Operation
B.3 ICAO Flight Plan
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Appendix B
ADS-B Operation
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Appendix B
ADS-B Operation
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Appendix B
ADS-B Operation
B.4 ADS-B in Non-Radar Area
(a) Non-Radar Areas using ADS-B Surveillance (ADS-B) Application via

1090 MHZ Extended Squitter
ADS-B NRA is for operators seeking to operate in airspace
classification A to E where ADS-B NRA services have been
implemented by Air Navigation Service Provider (ATSP). Nok Air
has not yet operate in such an airspace. Future enhancement will
be further advised.
The ADS-B-NRA application is designed to support and enhance Air
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Traffic Services in both En-route and TMA airspaces which are
currently without radar surveillance by ADS-B as sole surveillance
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means. ADS-B-NRA application can also be considered in areas
where existing radar is to be decommissioned and the replacement
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costs are not justified.
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The introduction of ADS-B in Non-Radar Areas will provide
enhancements to these services (compared to current capabilities)
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in a way similar to the introduction of single Mode A/C secondary
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surveillance radar (SSR ) as sole surveillance means.
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In particular, the Air Traffic Control Service will be enhanced by
providing controllers with improved surveillance of aircraft positions
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that will result in the use of separation standards similar to that of

radar. The ADS-B-NRA environment is likely to be airspace of low
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traffic density. However, provisions have been made in the

assessment to ensure that the system will remain safe in higher
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density airspace, i.e.:

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Average duration of a flight within a single ATC sector: 20

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minutes for en-route and 6 minutes for TMA,

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(viii) Average number of aircraft managed per ATSU hour: 30 en-route

and 10 in TMA,
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(ix) Maximum instantaneous count of traffic: 15 aircraft en-route and 7

aircraft for TMA at any one time.
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(b) Contingency & Discrepancy

In Case of System discrepancy on ground, pilot shall process with
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MEL34-18 (B738), MEL34-50 (Q400) to determine if the aircraft is

dispatchable or not
During flight, if ATC inform that there is discrepancy on the system, pilot
should switch the transponder to another channel and verify with the
ATC if the system function normally.
Appendix B
ADS-B Operation
(c) Data source errors

ADS-B aircraft position information is provided by the GPS. If the
satellite constellation is degraded, the ADS-B transmitted position may
be outside of acceptable limits – this condition will not be detectable by
the flight crew, but the ADS-B ground station wikk be notified of the
degradation.
(d) Emergency Codes
As well as general emergency, unlawful interference and
communications failure messages, ADS-B technology being developed
includes a low-fuel alert and a medical emergency facility for transmitting
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your situation to ATC. (These capabilities will be added to the ATC
system in the future.) Not all aircraft may have a pilot interface to
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transmit these messages.
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If the flight crew experiences an emergency situation and changes the
transponder code 7700, 7600 or 7500 , the ADS-B data transmitted via
the transponder will include a digital value corresponding to the selected
or
emergency code. This digit appended to the code will alert ATC to the
need foe special handling and prompt communications to confirm the
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assistance needed.
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In an emergency, use all available means to signal your status,
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regardless of expected surveillance and communications coverage.
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Appendix B
ADS-B Operation
B.5 ADS-B Phraseology
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Appendix C
Operation Forms And Tables
APPENDIX C OPERATION FORMS and TABLES

Refer from OM-A 5.6.1 and 5.6.2
C.1 Captain Candidate Evaluation Report
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Issue 3, Revision 0, 11 NOV 2019 Nok Airlines Public Company Limited Appendix C-1
Appendix C
C.2 Route and Aircraft Experience Report
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Appendix C
The form is available in Cabin Crew Unit on board the aircraft.

Refer from OM-A 10.3.1
C.3 Passenger Notice
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Appendix C
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Appendix C
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Appendix C
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Appendix C
C.4 Onboard Safety and Security Report
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Appendix C
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Appendix C
C.5 Onboard Report Form
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Appendix C
C.6 Passenger/Crew illness or injury Report Form
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Appendix C
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Appendix C
C.7 Voyage Report
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Appendix C
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Appendix C
C.8 Cat I/II Unsatisfactory Autoland Repord
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Appendix C
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Appendix C
C.9 Dangerous Goods Occurrence Report
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Appendix C
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Authorized Aircraft For Special Operation
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Issue 3, Revision 2, 17 DEC 2019 Nok Airlines Public Company Limited Appendix D-4
Appendix E
Flight Plan
APPENDIX E FLIGHT PLAN

Refer from OM-A 8.1.10
E.1 Standard Flight Plan
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Issue 3, Revision 0, 11 NOV 2019 Nok Airlines Public Company Limited Appendix E-1
Appendix E
Flight Plan
1. Cruise method used in flight planning

2. Flight number
3. IATA/ICAO codes of flight segment
4. Designated SELCAL code for the specific aircraft
5. UTC date of flight segment for the specified flight number
6. Aircraft registration number
7. Schedule time of departure
8. Schedule time of arrival
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9. Space for Estimated time of arrival
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10. Estimated/Computed zero fuel weight, and space for actual value
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11. Computed takeoff fuel, and space for actual value
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12. Computed takeoff weight, and space for actual value
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13. Computed fuel burn from off-block to touchdown, and space for actual value
14. Computed landing weight, and space for actual value
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15. Space for load index from load sheet de
16. Space for load index zero fuel weight from load sheet
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17. Space for number of passengers in separate class and total
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18. Space for flight deck/cabin crew

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19. Space for total persons on board (crew + passenger)

20. Space for aircraft CG in % of mean aerodynamic cord
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21. Space for takeoff stabilizer trim setting

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22. computed time from start of takeoff run to touchdown

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23. planned flight level profile

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24. Name of Airway(s), and flown Flight Level to be written below

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25. Name of Waypoints

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26. Calculated great circle distance between Waypoint

27. Magnetic Track
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28. Computed interval times

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29. Space for Estimated Time Overhead/Revised Estimated Time

Overhead/Actual Time Overhead
30. Estimated remaining fuel and accumulated flying time
31. Space for Off-Block time
32. Departure airport
33. Aerodrome Elevation
34. Space for Airborne Time
Appendix E
Flight Plan
35. Distance to the from Waypoint to Waypoint

36. NAV AID frequency and Station Identifier
37. Destination Airport
38. Aerodrome Elevation
39. Total Ground Distance
40. Average wind component
41. Space for Actual Fuel Burn
42. Contingency Fuel in Percentage and corresponding amount of fuel/time
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43. Planned Alternate and Computed fuel burn/time to Alternate
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Note: If /R followed the 4-letter code of any Alternates, it indicates restricted
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aerodrome operation hours.
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44. Final Reserve Fuel
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45. Company Fuel and time, if required for flight planning
46. Additional Fuel and time, if requested or computed for the purpose of
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ECONOMY TANKAGE/THRUTANK
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47. Accumulated amount of fuel and time, given minimum fuel required for the
flight
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48. Extra Fuel, if requested
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49. Space for final ramp fuel decided by P-i-C and accumulated time
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50. The optional alternate fuel information is the guidance in a Diversion

situation over the destination. The fuel figures to these alternates are based
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on the same initial diversion gross weight as the planned alternate. It is

therefore suggested that the alternate on which the fueling is based, is
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always used as first alternate.

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Appendix E
Flight Plan
E.2 Company Flight Planning
Example of company flight plan
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Appendix E
Flight Plan
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Appendix E
Flight Plan
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Appendix E
Flight Plan
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Appendix E
Flight Plan
Flight information
Format
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Description
Index Description
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1 Flight number on
2 Aircraft type on
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3 Aircraft registration number
4 Date of flight
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5 ICAO codes of departure aerodrome
6 ICAO codes of destination aerodrome
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7 ICAO codes of alternate aerodrome
8 Schedule departure time de
9 Schedule arrival time
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10 Space for Block time (STA –STD)
11 Flight time
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Appendix E
Flight Plan
Sigmet & wind section and flight condition

Format
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Description
Index Description
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1 Planned flight level profile
2 Planned average on route wind component profile
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3 Planned average on route temperature profile
4 MEL/CDL description
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5 Cruising speed / cost index
6 Fuel flow factor
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7 On route max wind shear profile (wind speed and point on route)
8 Restriction/Penalty description de
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Appendix E
Flight Plan
Route section
Format
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Description
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Index
1 Departure – Destination
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Description
Planned routed (Note: symbol “…” between waypoints mean “direct”)

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2
3 Ground distance in nautical miles
4 Great circle distance in nautical miles
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5 Equivalent still air distance in nautical miles

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6 Name of alternate destination

7 Minimum safe altitude of alternate destination
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8 Magnetic track to alternate destination

9 Distance to alternate destination
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10 Planned flight level

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11 Wind component
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12 Time to alternate destination

13 Fuel burn to alternate destination
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14 Planned route to alternate

15 Space for ATIS information
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16 Space for ATC clearance

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Appendix E
Flight Plan
Weight section and fuel section

Format
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Description
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Index Description
1 Estimated passengers (which also use for compute flight plan)
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2 Space for actual passengers (adults + infants) / wheelchair

lle
3 Space for total passengers

4 Space for number of Crew (Pilot crew + cabin crew)
tro
5 Space for total people on board (Crew + Passengers)

6 Space for dry load index / load index zero fuel weight / center of gravity
on
7 Maximum payload
8 Maximum Zero fuel weight
nc
9 Operating empty weight

10 Maximum takeoff weight
U
11 Maximum landing weight

12 Planned payload / Space for actual payload
13 Planned zero fuel weight / Space for actual zero fuel weight
14 Planned takeoff fuel / Space for actual takeoff fuel
15 Planned takeoff weight / Space for actual takeoff weight
16 Planned trip fuel / Space for actual trip fuel
17 Planned landing weight / Space for actual landing weight
18 Computed trip fuel / time
19 Computed taxi fuel / time
Appendix E
Flight Plan
20 Computed contingency fuel / time

21 Computed alternate fuel / time
22 Computed final reserve fuel / time
23 Computed company fuel / time
24 Computed additional fuel / time
25 Computed total ramp fuel / time
26 Fuel adjustment per change in TOW
27 Space for input amount of extra fuel from PIC
28 Space for input the final ramp fuel ordered by PIC
29 Space for the reason of the extra fuel
30 Space for dispatcher name / signature
ed
31 Space for captain name / signature
32 Space for amount of fuel uplift
t
in
33 Space for actual ramp fuel
34 Space for actual taxi fuel when entering the runway
pr
35 Space for actual fuel burn when parking completed
36 Space for remaining fuel at destination
or
37 Space for ATIS information
d
de
oa
nl
dow
if
d
lle
tro
on
nc
U
Appendix E
Flight Plan
Time section
Format
t ed
Description
in
Index Description
pr
1 Space for On block time in UTC at destination aerodrome
2 Space for Off block time in UTC at departure aerodrome
or
3 Space for total Block time (on block time – off block time)
4 Space for On ground time in UTC at destination aerodrome
d
5 Space for Airborne time in UTC at departure aerodrome (actual time
6
de
observed at start applying high thrust/power setting)
Space for Flight time ( on ground time – airborne time)
oa
7 Space for remark description e.g. reason for delay
nl
dow
if
d
lle
tro
on
nc
U
Appendix E
Flight Plan
Takeoff data and landing data

Format
t ed
in
pr
or
d
Description
de
oa
Index Description
1 Space for takeoff runway / intersection and runway condition / braking
nl
2 action configuration (circle the selected configuration)

Anti-ice
3 Engine bleed configuration (circle the selected configuration)
ow
4 Improved climb condition (circle the selected configuration)

5 Takeoff thrust configuration (circle the selected configuration)
d
6 Takeoff flaps configuration (circle the selected configuration)

if
7 Space for N1 / torque value, %C.G. value and stab trim value
8 Space for Assumed temperature used in FMC and performance limit TOW
d
9 Space for V1 / Vr / V2 values

lle
10 Space for landing runway and runway condition / braking action

11 Space for landing distance available and estimated landing weight
tro
12 Anti-ice configuration (circle the selected configuration)

13 Engine bleed configuration (circle the selected configuration)
on
14 Landing flaps configuration (circle the selected configuration)

15 Autobrake configuration (circle the selected configuration)
nc
16 Space for Vref (approach speed) + wind addition

17 Space for operational landing distance without 15% factored
U
18 Space for non-normal configuration

19 Space for aerodrome elevation and indicated altitude from captain,
standby and FO altimeter
20 Space for Flight level / time in UTC and indicated altitude from captain,
standby and FO altimeter
Appendix E
Flight Plan
Flight log
Format
t ed
in
Description
pr
Index Description
or
1 Name of waypoint
2 Name of airway
d
3 Planned flight level at each waypoint
4 de
Wind profile ( xxxxxx = wind direction / wind speed)
5 Minimum enroute altitude
oa
6 Magnetic track
7 True airspeed
nl
8 Interval distance
ow
9 Interval time
10 Planned accumulated fuel burn
11 Planned fuel on board
d
12 Navigation aid frequency

if
13 Minimum off route altitude

14 Planned speed
d
15 Temperature
lle
16 Wind shear speed

tro
17 Magnetic heading
18 Ground speed
19 Remaining distance to destination
on
20 Remaining time to destination

21 Space for Estimated time over / Revised time over / Actual time over
nc
22 Space for actual accumulated fuel burn

23 Space for actual fuel on board
U
Appendix E
Flight Plan
Other Information
Alternate flight level
format
t ed
Description
in
pr
Index Description
1 Alternate flight level (+/- 2 flight level from the planned flight level)
or
2 Planned speed
3 Trip fuel
d
4 Wind component
5 Flight time de
oa
Waypoint Lat/Long
nl
format
dow
if
d
lle
Description
Index Description
tro
1 Name of waypoint
2 Latitude / Longitude
on
nc
U
Appendix E
Flight Plan
ATS flight plan

format
ed
Description
t
For full detail of ATS flight plan refer to FDM 9.6
in
pr
Wind information
or
format
d
de
oa
nl
dow
if
Description
d
lle
Index Description
1 Name of waypoint
tro
2 Flight level (+/- 2 flight level from planned level)

3 Wind information (xxxxxx/xx/xx = wind speed & direction /
on
temperature / wind component)

nc
U
Appendix E
Flight Plan
t ed
in
pr
or
Intentionally
d
Blank de
oa
nl
dow
if
d
lle
tro
on
nc
U

Operations Manual Part A (OM-A) - Issue3-Rev.2-Eff - Date 17 Dec 2019 PDF

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Nok Airlines Public Company Limited

17 Fl. Rajanakarn Building,

3 South Sathorn Road, Yannawa, Sathorn

ALL RIGHTS RESERVED.

This Manual belongs to Nok Airlines Public Company Limited.

ISSUE : 3 REVISION : 2, 17 DEC 2019

MANUAL TITLE PAGE ...................................................................................... PREFACE 1

PREFACE ......................................................................................................... PREFACE 3

LIST OF EFFECTIVE PAGES .............................................................................. Preface 17

CONTROLLED DISTRIBUTION LIST .................................................................. Preface 31

SYSTEM OF AMENDMENT AND REVISION ....................................................... Preface 62

Manual List .......................................................................................................... Preface 68

POLICY ........................................................................................................... 0-1

NOK QUALITY, SAFETY AND SECURITY POLICY ....................................... 0-1

NON-PUNITIVE SAFETY REPORTING POLICY ............................................ 0-2

POLICY ON THE TRANSPORT OF DANGEROUS GOODS .......................... 0-3

Conducting Operations In Compliance With Regulations and Procedures ....

NOK BASIC SAFETY PRINCIPLES ............................................................... 0-7

SAFETY MANAGEMENT SYSTEM REGULATORY REQUIREMENTS ......... 0-9

NOK SAFETY CULTURE .............................................................................. 0-11

1 ORGANIZATION, DUTY AND RESPONSIBILITY........................................... 1-1

Corporate Organization ................................................................................. 1-1

Chief Operating Officer (COO/PO) ................................................................ 1-8

Flight Operations (OS) Organization .......................................................... 1-10

Ground Services (OC) Organization Chart ................................................. 1-21

Technical (PT) Organization Chart ............................................................. 1-23

Operations Control Center (OG) Organization Chart ................................ 1-25

Flight Documentation Management Director (OD) Organization Chart .... 1-27

DUTIES AND RESPONSIBILITIES OF CREW MEMBER OTHER THAN THE P-

Contact Details............................................................................................. 1-32

2 OPERATIONAL CONTROL AND SUPERVISION........................................... 2-1

SUPERVISION OF THE OPERATION ............................................................ 2-1

PROMULGATION OF ADDITIONAL OPERATIONAL INSTRUCTIONS AND

OPERATIONAL CONTROL .......................................................................... 2-11

COMPLIANCE MONITORING SYSTEM ......................................................... 3-4

ALLOCATION DUTIES AND RESPONSIBILITIES ......................................... 3-5

4 CREW COMPOSITION ................................................................................... 4-1

METHOD DETERMINING CREW COMPOSITION.......................................... 4-1

DESIGNATION OF THE COMMANDER (PILOT- IN-COMMAND) .................. 4-4

FLIGHT CREW INCAPACITATION ................................................................. 4-9

OPERATION OF MORE THAN ONE TYPE OF AIRCRAFT ......................... 4-11

EXPERIENCE, RECENCY AND QUALIFICATION OF THE CREW MEMBERS

FLIGHT CREW QUALIFICATION ................................................................... 5-8

CABIN CREW QUALIFICATION ................................................................... 5-16

TRAINING, CHECKING AND SUPERVISION ............................................... 5-17

OTHER OPERATIONS PERSONNEL ........................................................... 5-28

REPORTING FORM ...................................................................................... 5-29

6 CREW HEALTH PRECAUTIONS.................................................................... 6-1

VISUAL CORRECTION ................................................................................... 6-9

PREGNANCY ................................................................................................ 6-11

DUTY TO REPORT ....................................................................................... 6-12

CREW HEALTH AND MEDICAL EXAMINATIONS ....................................... 6-14

7 FLIGHT TIME LIMITATIONS ........................................................................... 7-1

EXCEEDANCE OF FLIGHT AND DUTY TIME LIMITATIONS ...................... 7-10

STANDBY ..................................................................................................... 7-12

RECORDS ..................................................................................................... 7-13

GROUND HANDLING INSTRUCTIONS ........................................................ 8-44

FLIGHT PROCEDURES ................................................................................ 8-74

ETOPS ........................................................................................................ 8-239

USE OF MINIMUM EQUIPMENT LIST (MEL) AND CONFIGURATION

DEVIATION LIST (CDL) .............................................................................. 8-240

NON-REVERNUE FLIGHTS ........................................................................ 8-244