Operations Manual Part A: Customer Obsessed Value Driven Responsible Leadership Playing To Win

Operations manual
Part A
VERSION 10
Customer obsessed
Value driven
Responsible leadership
Playing to win
Intentionally left blank
trading as :
Company headquarters
Gistelse Steenweg 1
8400 Oostende
BTW: BE 861 741 466
Operations center
Jetairport
Luchthaven - Brussel Nationaal 40 P Box 1
B-1930 Zaventem
Training center
Jetairport
Luchthaven - Brussel Nationaal 40 P Box 1
B-1930 Zaventem
E-mail domein:@Jetairfly.be
Website: www.Jetairfly.be
TUI Airlines Belgium trading as Jetairfly Operations Manual Part A General


Operations Manual Part A Chapter 0
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ADMINISTRATION AND CONTROL OF
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OPERATIONS MANUAL
Introduction Version 10
0 Administration and control of

operations manual
0 ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL ................ 0-1

0.1 Introduction ................................................................................................. 0-3
0.1.1 Authority ............................................................................................... 0-3
0.1.2 Structure of the operations manual ..................................................... 0-4
0.1.3 Definitions and abbreviations............................................................... 0-6
0.2 System of amendment and revision ......................................................... 0-64
0.2.1 Approval ............................................................................................. 0-64
0.2.2 Record of revisions ............................................................................ 0-64
0.2.3 Statement handwritten amendments ................................................. 0-64
0.2.4 Annotation of pages and their effective dates ................................... 0-65
0.2.5 List of effective pages ........................................................................ 0-66
0.2.6 Annotation of changes and revision highlights .................................. 0-71
0.2.7 Temporary revisions .......................................................................... 0-86
0.2.8 Description of the distribution system ................................................ 0-88
0.2.8.1 Paper copies .................................................................................. 0-88
0.2.8.2 Electronic copies ............................................................................ 0-88
0.2.8.3 Feedback form ............................................................................... 0-88
0.2.9 Company NOTAMs ............................................................................ 0-89

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0.1 Introduction
0.1.1 Authority
The Operations Manuals complies with the terms and conditions of the individual Air
Operator Certificate and the requirements contained therein as applicable with AOC
of TUI Airlines Belgium trading as Jetairfly – B-3044.
The operation manual is issued on the authority of the Director Flight Operations and
has been prepared in accordance with:
• AIR-OPS*.
• the Commission Regulation (EU) No 965/2012 of 5 October 2012 (and latest
applicable amendments) laying down technical requirements and
administrative procedures related to air operations pursuant to Regulation
(EC) No 216/2008 of the European Parliament and of the Council
* AIR-OPS: annex III (Part ORO), Annex IV (Part CAT) and Annex V (Part SPA) as
applicable, and shall not contravene the conditions contained in the operations
specifications to the air operator certificate (AOC).
The operation manual reflects the valid company policies, regulations and
procedures which are based on the latest technical data and operational experience.
Operating staff is required to adhere to instructions laid down in this manual.

Deviations shall be reported. The reasons for such deviation shall be given.
In case of infringement of the operations manual, the personnel concerned may

become subject to disciplinary, administrative, civil or criminal sanctions.
Nothing contained in the operations manual shall keep personnel from exercising
their own best judgment during any irregularity for which the operations manual gives
no provisions or in emergency. The commander shall, in an emergency situation that
requires immediate action, take any action he considers necessary under the
circumstances. In such cases, he may deviate from rules, operational procedures
and methods in the interest of safety.
This operation manual has been prepared in the common language for operations.
All operations personnel must be able to communicate in English.
This operations manual part A contains secrets and copyrighted material to the
interest of the company. This OM must not be reproduced, distributed or copied
without the prior written consent of the Director Flight Operations.

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OPERATIONS MANUAL
Procedures and policies in the OM Part A apply to all. In case of conflict between
procedures from the OM Part A, the Director Flight Operations shall be advised and
the document with the most current revision date shall apply.
0.1.2 Structure of the operations manual

The operations manual consists of the following parts:
Part A: general operational policy

All non-type related operational policies, instructions, procedures and guidance
necessary for company flight operations personnel to perform their duty and needed
for a safe operation.
An overview of the chapters listed below:
Chapter 0: Administration and control of operations manual ........................... p 0-1

Chapter 1: Organization and responsibilities .................................................... p 1-1
Chapter 2: Operational control and supervision ............................................... p 2-1
Chapter 3: Quality system ................................................................................ p 3-1
Chapter 4: Crew composition ........................................................................... p 4-1
Chapter 5: Qualification requirements ............................................................... p 5-1
Chapter 6: Crew health precautions .................................................................. p 6-1
Chapter 7: Flight time limitation ........................................................................ p 7-1
Chapter 8: Operating procedures ..................................................................... p 8-1
Chapter 9: Dangerous goods and weapons ...................................................... p 9-1
Chapter 10: Security ......................................................................................... p 10-1
Chapter 11: Handling of accidents and occurrences......................................... p 11-1
Chapter 12: Rules of the air .............................................................................. p 12-1
Chapter 13: Leasing ........................................................................................ p 13-1
Chapter A: Appendices ..................................................................................... p A-1
Part B: aircraft operating matters

All type related instructions and procedures needed for a safe operation. It takes
account of any differences between types, variants or individual airplanes used by
the company. Part B also contains the following:
• FCOM Volume 1 and 2;
• Quick reference handbook (QRH);
• Configuration deviation list (CDL);
• Minimum Equipment List (MEL);
• The Dispatch Deviation Guide (DDG)
• The Safety and Emergency Procedures (SEP)
• Mass and balance data.

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Part C: route and airport instructions and information

Instructions and information needed for the area of operation. Material produced by
the company is supplemented by the chart provider.
Part D: training
All instructions needed by instructors and training staff to conduct training in
accordance with company requirements.
Management System Manual

General information, company policies and objectives to ensure airworthy
aeroplanes, qualified personnel and safe operation; organisation diagrams and
responsibilities of the Executive Management and staff functions, including principles
for structure and documentation of the management system. It is the organisation’s
and respective management’s responsibilities to ensure implementation of
compliance monitoring.
Safety Management Manual

Sets out the formal structure that is used to manage the safety hazards and risks
associated with all areas of airline operations.
Air Carrier Security Programme Manual

Description of planning, realising and monitoring of processes required to manage
security.
EFB
Policy and procedures manual to support the special approval required for the use of
Electronic Flight Bags.
CAME
Contains the procedures, means and methods of the TUB continuing airworthiness
management organisation as required by Part-M.
GHM
Management Procedure Manual (Non-AOC critical documentation)

This manual is not included within the suite of Operations Manuals.
Policies and procedures, supplemental work instructions, non-AOC specific

processes and procedures as required within all areas of airline operations. These
manuals are specific to each air operator certificate holder.

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0.1.3 Definitions and abbreviations

In case a procedure or a description includes a “bullet” list of conditions this means
that all of the conditions have to be met are applicable unless the wording “or” is
used for certain conditions.
When used in the Operations Manual:
He / his This manual is applicable to both male and female crew

members although often only ‘he or his’ instead of ‘he / she
or his / hers’ is used in the text in order to improve the
readability of this manual.
Shall Means that the application of a rule or procedure is
mandatory.
Should Means that the application of a rule or procedure is
recommended.
May Means that the application of a rule or procedure is optional.
3% or 5% ERA An en-route alternate aerodrome selected for the purposes
of reducing contingency fuel to 3% or 5%.
A single day free of A single day free of duty shall include two local nights. A
duty rest period may be included in part of the day off.
Accelerate-stop Means the length of the take-off run available plus the
distance available length of stopway, if such stopway is declared available by
(ASDA) the State of the aerodrome and is capable of bearing the
mass of the aeroplane under the prevailing operating
conditions.
Acceptable Means of Means non-binding standards adopted by EASA to illustrate
Compliance (AMC) means to establish compliance with Regulation (EC) No
216/2008 and its Implementing Rules.
Acceptance Checklist Means a document used to assist in carrying out a check on
the external appearance of packages of dangerous goods
and their associated documents to determine that all
appropriate requirements have been met with.
Accepted / acceptable Means not objected to by the Authority as suitable for the
purpose intended.
Accountable Manager The person acceptable to the Authority who has corporate
authority for ensuring that all operations and maintenance
activities can be financed and carried out to the standard
required by the Authority and any additional requirements
defined by the operator.

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Actual Navigation The FMC (Boeing) calculated certainty of the aeroplane

Performance (ANP) position in nautical miles, representing a system estimate of
the radius of the area in which the actual position of the
aeroplane lies. The system uses the best available
sensor(s) to minimize positioning error. There is a 95%
probability that the aeroplane is within the displayed ANP.
Adequate Aerodrome An aerodrome which the operator considers to be
satisfactory, taking account of the applicable performance
requirements and runway characteristics; at the expected
time of use, the aerodrome will be available and equipped
with necessary ancillary services such as ATS, sufficient
lighting, communications, weather reporting, navaids and
emergency services.
Adequate ETOPS en- An adequate aerodrome, which additionally, at the expected
route alternate time of use, has an ATS facility and at least one instrument
aerodrome approach procedure.
Aerodrome operating The limits of usability of an aerodrome for either take-off or
minima landing, usually expressed in terms of runway visual range
or visibility, decision altitude / height (MDA/H) and cloud
conditions.
Aerodrome standby A period in which a member of the crew has not been
period assigned to a flight but is required to be present at the
aerodrome to receive an assignment to carry out an air
transport flight or other assignment.
Aeronautical A publication issued by or with the authority of a State and
Information Publication containing aeronautical information of a lasting character
essential to air navigation.
Aeroplane An engine-driven fixed-wing aircraft heavier than air that is
supported in flight by the dynamic reaction of the air against
his wings.
Aeroplane Variant An aeroplane, or a group of aeroplanes, with the same
characteristics, however, having differences from a base
aeroplane and thus require additional knowledge, skill
and/or abilities that affect flight safety.
Airborne time Elapsed time between take-off and landing.
Aeroplane - type of an engine-driven fi xed-wing aircraft heavier than air that is
supported in fl ight by the dynamic reaction of the air against
its wings.
Aeroplane equipment Articles, other than stores and spare parts of a removable
nature, for use on board an aeroplane during flight,
including first-aid and survival equipment.

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Airplane Flight Manual A manual associated with the certificate of air-worthiness

that contains information (limits, procedures, data, etc.)
required to operate the aeroplane at the level of safety
established by the ’s certification basis.
Aeroplane A group of letters, figures or a combination thereof which is
identification either identical to, or the coded equivalent of the aeroplane
call sign to be used in air-ground communications, and
which is used to identify the aeroplane in ground-ground air
traffic services communications.
Aeroplane in service Time frame between 3 hours before a flight until 3 after a
flight.
Aeroplane Operating The term ‘AOM’ is used to designate the aeroplane
Matters (AOM) manufacturer contribution to OM Part B.
Air Traffic Control Directive issued by air traffic control for the purpose of
instruction requiring a pilot to take a specific action.
Air Traffic Control A service provided for the purpose of preventing collisions
Service between aeroplane (and on the manoeuvring area between
aeroplane and obstructions) and expediting and maintaining
an orderly flow of air traffic.
Air Traffic Control Unit A generic term meaning variously, area control center,
approach control office or aerodrome control tower.
Air Traffic incident Air traffic incident is used to mean a serious occurrence
involving air traffic such as a near collision, serious difficulty
caused by faulty procedures (or lack of compliance with
applicable procedures) or failure of ground facilities.
Air Traffic Service 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 All aircraft in flight or operating on the manoeuvring area of
an aerodrome.
Aircraft an engine-driven fi xed-wing aircraft heavier than air that is
supported in fl ight by the dynamic reaction of the air against
its wings.
Airport operating The limits of usability of an airport for either take-off or

minima landing, usually expressed in terms of runway visual range
or visibility, decision altitude/height (MDA/H) and cloud
conditions.
Aeroplane Categories With respect to AOM, aeroplane are divided into five
categories. The categories are based on a nominal
threshold speed.

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Airport Reference A geographic position on an airport which is used as a

Point datum point for surveys.
Alternative Means of Those means that propose an alternative to an existing
Compliance acceptable means of compliance or those that propose new
means to establish compliance with Regulation (EC) No
216/2008 and its Implementing Rules for which no
associated AMC has been adopted by EASA.
Alerting service A service provided to notify appropriate organizations
regarding aeroplanes in need of search and rescue aid,
and assist such organizations as required.
Altitude The vertical distance measured from mean sea level.
Alternate aerodrome An aerodrome designated by an operator for a particular
flight, other than the destination aerodrome, and to which an
aerodrome may proceed when it becomes impossible or
inadvisable to proceed to or land at the aerodrome of
intended landing.
Alternative means of those means that propose an alternative to an existing
compliance Acceptable Means of Compliance or those that propose
new means to establish compliance with Regulation (EC)
No 216/2008 and its Implementing Rules for which no
associated AMC have been adopted by the Agency.
ANAD INAD, for security reasons, accompanied on board by an
escort of the company. Their number is limited. ANAD are to
be considered as DEPA.
Anti-icing In the case of ground procedures, means a procedure that
provides protection against the formation of frost or ice and
accumulation of snow on treated surfaces of the aircraft for
a limited period of time (hold-over time).
Appropriate authority Regarding flight over the high seas: the relevant authority of
the State of Registry. Regarding flight other than over the
high seas: the relevant authority of the State having
sovereignty over the territory being overflown.
Approved (by the Means documented (by the Authority) as suitable for the
Authority) purpose intended.
Approved one-engine- For ETOPS, the approved one-engine-inoperative cruise
inoperative cruise speed for the intended area of operation shall be a speed,
speed within the certified limits of the aeroplane, selected by the
operator and approved by the regulatory authority.
Apron A defined area, on a land aerodrome, intended to
accommodate aeroplanes for purposes of loading or
unloading passengers, mail or cargo, fuelling, parking or
maintenance.

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Area Navigation A method of navigation which permits aeroplane operation

(RNAV) on any desired flight path within the coverage of station-
referenced navigation aids or within the limits of the
capability of self-contained aids, or a combination of these.
Attendance Overseer Someone who is able to challenge access to the aeroplane.
Attended Aeroplane An aeroplane that has an Attendance Overseer present,
either anywhere on board, or on the apron within the
footprint of the aeroplane.
Augmented flight crew A flight crew which comprises more than the minimum
number required for the operations of the aeroplane and in
which each FCM can leave his post and be replaced by
another appropriately qualified FCM.
Authority The competent authority responsible for the safety
regulation of civil aviation in the state of the applicant or
operator.
Barometric Vertical A navigation system that presents to the pilot a computed
Navigation (BARO- vertical guidance based on barometric altitude.
VNAV)
Base aeroplane An Aeroplane, or a group of aeroplanes, with the same
characteristics however, having differences from a base
aeroplane and thus require additional knowledge, skills and
/ or abilities that affect flight safety.
Base aeroplane type The initial aeroplane in which the crewmember is qualified
and current prior to approval for MFF.
Base training Flight training required by the CAA to obtain the aeroplane
type rating.
Basic Area Navigation A European RNAV navigation specification with a required
(B-RNAV) track keeping accuracy of +/-5 Nm for a least 95% of the
flight time. B-RNAV capability can be achieved using inputs
from VOR/DME, DME/DME or GNSS and/or IRS.
Block Off The moment that an aeroplane first moves under its own
power for the purpose of taking off.
Block On Aeroplane coming to a rest on the designated parking
position or when all engines are stopped.
Block Time (BT) The time between an aeroplane first moving from its parking
place for the purpose of taking off until it comes to rest on
the designated parking position and all engines are
stopped.
Break A period free of all duties, which counts a duty, being less
than a rest period.

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Cabin crew member Means an appropriately qualified crew member, other than a
(CCM) flight crew or technical crew member, who is assigned by an
operator to perform duties related to the safety of
passengers and flight during operations. Employee aged 18
or over whose duty and tasks are in any kind related to the
occupants (e.g. passengers) of the aeroplane.
Cabin crew member A crew member not required to be carried on a flight for the
(extra) purpose of performing duties, but assigned by the operator
or the commander, in the interest of the safety and comfort
of passengers, but who is not a FCM.
Cabin crew member A crew member required to be carried on a flight for the
(required) purpose of performing duties assigned by the operator or
the commander, in the interest of the safety of passengers,
but who is not a FCM.
Captain Term used for a FCM who satisfies the qualifications
requirements of Chapter 5.
Cargo In relation to Commercial Air Transportation, any property,
including animals and mail, carried by an aeroplane other
than stores and accompanied baggage.
Category (of aircraft) Categorization of aircraft according to specified basic
characteristics, e.g. aeroplane, helicopter, glider, free
balloon.
Category I (CAT I) Means a precision instrument approach and landing using
operation an instrument landing system (ILS), microwave landing
system (MLS, GLS (ground-based augmented global
navigation satellite system (GNSS/GBAS) landing system),
precision approach radar (PAR) or GNSS using a satellite-
based augmentation system (SBAS) with a decision height
(DH) not lower than 200ft and with a runway visual range
(RVR) not less than 550m for aeroplanes.
Category II (CAT II) Means a precision instrument approach and landing
operation operation using ILS or MLS with a decision height (DH)
below 200ft but not lower than 100ft and RVR of not less
than 300m.
Category IIIA (CAT Means a precision instrument approach and landing
IIIA) operation operation using ILS or MLS with a decision height (DH)
lower than 100ft and RVR not less than 200m.
Category IIIB (CAT Means a precision instrument approach and landing
IIIB) operation operation using ILS or MLS with a decision height (DH)
lower than 100ft, or no DH and RVR lower than 200m but
not less than 75m.
Note: Where the decision height (DH) and runway visual range (RVR) do not fall

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within the same category, the RVR will determine in which category the operation is
to be considered.
Certification Means technical standards adopted by EASA indicating
Specifications (CS) means to show compliance with Regulation (EC) No
216/2008 and its Implementing Rules and which can be
used by an organization for the purpose of certification.
Circling The visual phase of an instrument approach to bring an
aeroplane into position for landing on a runway which is not
suitably located for a straight-in approach.
Clearway Means a defined rectangular area on the ground or water
under the control of the appropriate authority, selected or
prepared as a suitable area over which an aeroplane may
make a portion of its initial climb to a specified height.
Cloud base Means the height of the base of the lowest observed or
forecast cloud element in the vicinity of an aerodrome or
within a specified area of operations, measured above
aerodrome elevation.
Code share An arrangement under which an operator places its
designator code on a flight operated by another operator,
and sells and issues tickets for that flight
Commander The captain designated by the operator to be in command
of the aeroplane, and responsible for the safe operation of
the aeroplane. He will remain in sole command of the
aeroplane from the time he signs as having accepted the
aeroplane until he hands over the aeroplane to another
commander or to an authorized official or agent of the
airline.
Commercial air An aeroplane flying, or intended by the operator of the
transport aeroplane aeroplane to fly, for the purpose of commercial air
transportation.
Common Takeoff and Commonality credit, approved by the regulatory authority,
Landing Currency giving credit for take-offs and landings in one airplane type
(CTLC) for take-offs and landings in another aeroplane type during
MFF.
Congested area Means in relation to a city, town or settlement, any area
which is substantially used for residential, commercial or
recreational purposes.

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Contaminated runway Means a runway of which more than 25% of the runway
surface area within the required length and width being
used is covered by the following:
(a) surface water more than 3 mm (0.125 in) deep, or by
slush, or loose snow, equivalent to more than 3 mm (0.125
in) of water;
(b) snow which has been compressed into a solid mass
which resists further compression and will hold together or
break into lumps if picked up (compacted snow); or
(c) ice, including wet ice.
Contingency fuel The fuel required to compensate for unforeseen factors
which could have an influence on the fuel consumption to
the destination aerodrome such as deviations of an
individual aeroplane from the expected fuel consumption
data, deviations from forecast meteorological conditions and
deviations from planned routings and / or cruise levels /
altitudes.
Continuous descent Means a technique, consistent with stabilised approach
final approach (CDFA) procedures, for flying the final-approach segment of a non-
precision instrument approach procedure as a continuous
descent, without level-off, from an altitude/height at or
above the final approach fix altitude/height to a point
approximately 15m (50 ft) above the landing runway
threshold or the point where the flare manoeuvre shall begin
for the type of aeroplane flown.
Conversion (of a The issue of a JAR–FCL license on the basis of a license
license) issue by a non-JAA State.
Converted Means a value, equivalent to RVR, which is derived from
Meteorological the reported meteorological visibility.
Visibility (CMV)
Co-pilot A co-pilot is the deputy of the commander and shall assist in
the safe and efficient conduct of the flight. An FCM with the
rank of first officer, second officer, senior first officer or
captain can act as a co-pilot.
Crew member A person assigned by an operator to perform duties on the
aeroplane.
Critical phases of flight Critical phases of flight are the take-off run, the take-off
flight path, the final approach, the missed approach, the
landing including the landing roll, and any other phases of
flight at the discretion of the commander.

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Critical part of Part of the aerodrome where 100% of the persons and
aerodrome goods are security screened before entering this area.
Non-Belgian aerodromes:
Whenever the aeroplane was parked at a part of the
aerodrome with no crew members on board this part shall
always be considered as a non-critical part of an
aerodrome.
Cruise level A level maintained during a significant portion of a flight.

Current ATS flight plan The ATS flight plan, including changes, if any, brought
about by subsequent clearances.
Damp runway A runway where the surface is not dry, but when the
moisture on it does not give it a shiny appearance.
Dangerous Goods Articles or substances which are capable of posing
significant risk to health, safety, environment or property
when transported by air, and which are classified according
to ICAO Technical Instructions.
Dangerous Goods An occurrence associated with and related to the transport
accident of dangerous goods by air which results in fatal or serious
injury to a person or major property damage.
Dangerous Goods Means:
incident (a) an occurrence other than a dangerous goods accident
associated with and related to the transport of dangerous
goods by air, not necessarily occurring on board an
aeroplane, which results in injury to a person, property
damage, fire, breakage, spillage, leakage of fluid or
radiation or other evidence that the integrity of the
packaging has not been maintained; or
(b) any occurrence relating to the transport of dangerous
goods which seriously jeopardises an aeroplane or its
occupants.
Day A period from 00.00 to 24.00 UTC (Universal Time
Coordinated).
Decision A specified altitude/radio altitude or height in a precision
Altitude/Height (DA/H) approach at which a missed approach shall be initiated if
the required visual reference to continue the approach has
not been established.
Note: Decision altitude (DA) is referenced to mean sea level
(MSL) and decision height (DH) is referenced to the
threshold elevation.

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Defined area In relation to a circling procedure, the defined area is

determined by drawing arcs and tangents from the runway
threshold (the radius of the arc is related to aeroplane
category. Under ICAO PANS-OPS criteria, the radius of the
arc for category C is 4.2nm and for category D 5.28nm,
however, FAA criteria sets a radius of 1.7nm and 2.3nm
respectively). Aeroplane shall remain within the defined
area when circling.
De-icing in the case of ground procedures, means a procedure by
which frost, ice, snow or slush is removed from an aircraft in
order to provide uncontaminated surfaces
DEPA Deportee accompanied by an escort (always an escort from
the country authorities from where the person is deported.
DEPO A passenger who, after having entered a country (either
legally or illegally) is found to be an undesirable alien and is
ordered out of the country by the authorities.
DEPU Deportee not accompanied by an escort.
Deportee A foreign person who had legally been admitted to a country
or who had entered a country illegally and who at some later
time is formally ordered by the authorities to be removed
from the country.
Differences training Training necessary to gain a new type rating (license
endorsement) on the secondary aeroplane type (if a full
transition training course is not required, for example Boeing
757 and Boeing 767) or training necessary to address
differences between two variants (for example, Boeing 737-
CL and Boeing 737-NG).
Direct access means a seat from which a passenger can proceed directly
to the exit without entering an aisle or passing around an
obstruction.
Dispatch ETOPS planning minima apply until dispatch. Dispatch is
when the aeroplane first moves under its own power for the
purpose of taking off
Dry lease agreement An agreement between undertakings pursuant to which the
aeroplane is operated under the air operator certificate
(AOC) of the lessee.
Dry Operating Mass The total mass of the aeroplane ready for a specific type of
operation, excluding useable fuel and traffic load.
It includes:
• crew and crew baggage;
• catering and removable passenger service
equipment; and

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• tank water and lavatory chemicals.
Dry runway A runway which is neither wet or contaminated, and

includes those paved runways which have been specially
prepared with grooves or porous pavement and maintained
to retain ‘effectively dry’ braking action even when moisture
is present.
Duty Period A period which starts when a crew member is required by
an operator to commence a duty and ends when the crew
member is free from all duties.
Duty Any task that a crew member is required to carry out
associated with the business of an AOC holder. Unless
where specific rules are provided for by this Regulation, the
Authority shall define whether and to what extent standby is
to be accounted for as duty.
ECO fuel Fuel transported for economic reasons due to difference in
fuel price between two stations .
Enhanced Vision A system to display electronic real-time images of the
System (EVS) external scene achieved through the use of imaging
sensors.
En-route Alternate An adequate aerodrome along the route, which may be
(ERA) Aerodrome required at the planning stage.
Equal –Time Point A point on the route of flight where the flight time,
(ETP) considering wind, to each of two selected aerodromes is
equal.
Equivalent Position A position that can be established by means of a DME
distance, a suitably located NDB or VOR, SRE or PAR fix or
any other suitable fix between three and five miles from
threshold that independently establishes the position of the
aeroplane.
EROPS (Extended Range Operation): Operation outside the STOPS
area.
ETOPS area An ETOPS area is an area containing airspace within which
an ETOPS approved aeroplane remains in excess of the
specified flying time in still air (in standard conditions) at the
approved one-engine-inoperative cruise speed from an
adequate ETOPS route alternate aerodrome.
ETOPS (Extended ETOPS operations are those with two engine aeroplanes
range operations for approved by the Authority (ETOPS approval), to operate
two engine beyond the threshold distance) from an adequate
aeroplanes) aerodrome.

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ETOPS Operator The maximum time authorised by the Competent Authority

Approved Diversion that the operator can operate a type of aeroplane at the
Time approved one-engine-inoperative cruise speed (under
standard conditions in still air) for an adequate aerodrome
for the area of operation.
ETOPS Rule Distance The maximum distance from an adequate en-route
aerodrome is based upon the one-engine-inoperative cruise
speed, rule time and still air. The maximum Rule Distance
for the individual aeroplane are listed in the OMA Chapter 8
– Operating Instructions (Subject ETOPS Approval). These
rule times may need to be reduced in accordance with the
MEL.
ETOPS Rule Time The maximum rule times for the individual aeroplane are
listed in OMA Chapter 8 - Operating Instructions (Subject
ETOPS Approval). These rule times may need to be
reduced in accordance with the MEL.
ETOPS Segment An ETOPS segment is the route segment from the ETOPS
entry point to the ETOPS exit point, wherein the aeroplane
remains within the permitted Rule Time.
ETOPS Significant The aeroplane propulsion system and any other aeroplane
System systems whose failure could adversely affect the safety of
an ETOPS flight, or whose functioning is important to
continued safe flight and landing during an aeroplane
diversion.
Event based The assessment of flight crew to provide assurance that the
assessment required knowledge and skills have been acquired. This is
achieved within an LOE.
Exemption A formal authorization issued by the authority providing
relief from part or all of the provisions of a rule. The
authorization may or may not be conditional.
Extended Overwater Flight at a distance from land greater than 120 min at cruise
Flight speed or 400 nm, whichever is lesser.
Fail-Operational flight A flight control system is fail-operational if, in the event of a
control system failure below alert height, the approach, flare and landing,
can be completed automatically. In the event of a failure, the
automatic landing system will operate as a fail-passive
system.

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Fail-Passive flight A flight control system is fail-passive if, in the event of a

control system failure, there is no significant out-of-trim condition or
deviation of flight or attitude but the landing is not completed
automatically. For a fail-passive automatic flight control
system the FCM assumes control of the aeroplane after a
failure.
Flight Data Monitoring The proactive and non-punitive use of digital flight data from
(FDM) routine operations to improve aviation safety.
Flight Simulation A training device which is a full flight simulator (FFS), a flight
Training Device training device (FTD), a flight and navigation procedures
(FSTD) trainer (FNPT), or a basic instrument training device (BITD).
Filed ATS flight plan The flight plan as filed with an ATS unit by the pilot or his
designated representative, without any subsequent
changes.
Final approach That part of an instrument approach procedure which
commences at the specified final approach fix or point, or
where such a fix or point is not specified:
at the end of the last procedure turn, base turn or inbound
turn of a racetrack procedure, if specified; or
at the point of interception of the last track specified in the
approach procedure, and ends at a point in the vicinity of an
aerodrome from which a landing can be made; or a missed
approach procedure is initiated.
Final reserve fuel An amount of fuel calculated to fly for 30 minutes at holding
speed at 1 500 ft MSL ISA conditions, at the expected
landing weight at alternate (or at destination – if no alternate
is required).
First aid oxygen The additional oxygen provided for the use of passengers,
who do not satisfactory recover following subjection to
excessive cabin altitudes, during which they have been
provided with supplemental oxygen.
First flight of the day The first flight after 00:00 LT on which a crew begins their
flight duty time.
First-Officer Term used for an FCM who satisfies the qualifications
requirements of chapter 5, to act as co-pilot in the RH seat.
Flight The flight path between a departure aerodrome and a
destination aerodrome. A flight is identified by a flight
number and can consist of several sectors.
Flight control system A system which includes an automatic landing system and /
or hybrid landing system.

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Flight Crew Member A licensed crew member, aged 18 or over, charged with
(FCM) duties essential to the operation of an aeroplane during a
flight duty period.
Flight Duty Period An FDP is any time during which a person operates in an
(FDP) aeroplane as a member of its crew. The FDP starts when
the crew member is required by the company to report for a
flight or series of flights. It finishes at the end of the last
flight on which he is an operating crew member.
Flight Plan The operator’s plan for the safe conduct of the flight based
(operational) on considerations of aeroplane performance, other
operating limitations and relevant expected conditions on
the route to be followed and at the aerodromes concerned.
Flight Plan (repetitive) A flight plan related to a series of frequently recurring,
regularly operated individual flights with identical basic
features, submitted by an operator for retention and
repetitive use by ATS units.
Flight time Period of time extending from the moment the aeroplane
starts to move under its own power in view of taking off until
that moment when it comes to a stop after the flight.
Note 1: Flight time as here defined is synonymous with the
term ‘block to block’ time or ‘chock to chock’ time in general
usage which is measured from the time an aeroplane first
moves for the purpose of taking off until it finally stops at the
end of the flight.
Note 2: the time between take-off and landing is defined as
‘airborne time’.
Flow control Control of the flow of traffic into a given airspace, along a
given route, or bound for a given aerodrome, so as to
ensure the most effective utilization of the airspace.
Fuel For definitions of fuel see OM part A 08.01.07
Fuel En route An ERA is an aerodrome selected for the purpose of
aerodrome (ERA) reducing contingency fuel.
Fuelling zone An area extending not less than 6 metres radially from the
filling and venting points on the aeroplane and the fuelling
equipment.
Fuelling Overseer A competent person appointed to ensure the observance of
correct fuelling procedures and for liaison with the fuel
Company's operatives. The person will normally be an FCM
or engineer.

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GBAS landing system An approach landing system using ground based

(GLS) augmented global navigation satellite system
(GNSS/GBAS) information to provide guidance to the
aeroplane based on its lateral and vertical GNSS position. It
uses geometric altitude reference for its final approach
slope.
Global Navigation The Global Navigation Satellite System is the standard
Satellite System generic term for satellite navigation systems that provide
(GNSS) autonomous geospatial positioning with global coverage.
GNSS allows small electronic receivers to determine their
location (longitude, latitude, and altitude) to within a few
metres using time signals transmitted along a line-of-sight
by radio from satellites. Receivers on the ground with a
fixed position can also be used to calculate the precise time
as a reference for scientific experiments.
GNSS Landing An approach operation using augmented GNSS information
System (GLS) to provide guidance to the aeroplane based on its lateral
and vertical GNSS position. (It uses geometric altitude
reference for its final approach slope). This is not approved
for operational use.
Global Positioning The Global Positioning System is a Global Navigation
System (GPS) Satellite System (GNSS) developed by the United States
Department of Defence and managed by the United States
Air Force 50th Space Wing.
Glide path A descent profile determined for vertical guidance during a
final approach.
GOC Group Operations Control, responsible for dispatch of the
aeroplane, ATC co-ordination, overall operational control.
GOC is official GO centre / Group Operations Centre
Grid MORA A grid MORA altitude provides reference point by latitude
and longitude lines.
Grounding The formal prohibition of an aeroplane to take-off and the
taking of such steps as are necessary to detain it.
Ground time Any time within the FDP that doesn’t count as block time.
GT = FDP – BT.
Ground visibility The visibility at an aerodrome, as reported by an accredited
observer.
Handicapped A person who is unable to move by himself to the nearest
passenger emergency exit at floor level, in the event of an emergency
evacuation.

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Head-Up Display A display system which presents flight information to the

(HUD) pilot’s forward external field of view and which does not
significantly restrict the external view.
Height The vertical distance measured from a specified datum.
Hold-over time (HoT) The estimated time the anti-icing fluid will prevent the
formation of ice and frost and the accumulation of snow on
the protected (treated) surfaces of an aeroplane.
Home base The location nominated by the operator to the crew member
from where the crew member normally starts and ends a
duty period or a series of duty periods and where, under
normal conditions, the operator is not responsible for the
accommodation of the crew member concerned.
Horizontal rest facility The accommodation on board which enables a crew
member to rest in a horizontal position in an area separated
from both the flight deck and the passengers’ area and
inconvenient cargo which can be darkened.
IDPS Integrated Dispositioning Planning and Statistics. The
computer systems used by various departments within TUI
Travel PLC airlines to plan duty, training, rest, etc. for the
individual crew member.
INAD (Inadmissible A passenger who has been refused entry into a country by
passenger) the authorities of such country.
Incapacitation A crew member who is unable to perform his proper duties.
Incidents and An occurrence other than an accident, associated with the
occurrences operation of an aeroplane which affects or could affect the
safety of the operation.
A serious incident is defined as an incident involving
circumstances indicating that an accident nearly occurred.
They are split into 2 categories:
A. Serious Incident (Air). An event where an accident
nearly occurred in the air
B. Serious Incident (Ground). An event where an
accident nearly occurred on the ground
An occurrence is defined as: An event of a minor nature
which is not covered by any of the events defined in the
above paragraphs.
In-flight visibility The forward visibility from the flight deck of an aeroplane in
flight.
Instrument Meteorological conditions expressed in terms of visibility,
Meteorological distance from cloud, and ceiling, less than the minima
Conditions: specified for visual meteorological conditions.

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Isolated aerodrome If acceptable to the Authority, the destination aerodrome

can be considered as an isolated aerodrome, if the fuel
required (diversion plus final) to the nearest adequate
destination alternate aerodrome is more than fuel to fly for
two hours at normal cruise consumption above the
destination aerodrome, including final reserve fuel.
Landing Decision Point The point used in determining landing performance from
(LDP) which, an engine failure having been recognised at this
point, the landing may be safely continued or a balked
landing initiated.
Landing Distance The length of the runway which is declared available by the
Available (LDA) State of the aerodrome and suitable for the ground run of an
aeroplane landing.
Line Orientated An evaluation methodology used in the ATQP to evaluate
Evaluation trainee performance, and to validate trainee proficiency.
Line Orientated Quality One of the tools used to help evaluate the overall
Evaluation performance of an operation. LOQE’s consist of line flights
that are observed by appropriately qualified operator
personnel to provide feedback to validate the ATQP.
Load Sheet A form which shows a breakdown of the weights and
distribution of mail, cargo, fuel, catering supplies and
passengers on the aeroplane.
LOC Local Operations Control, responsible for operations V-
72hrs. Local OPS control / crewing issues.
Local day A 24 hour period commencing at 00:00 local time.
Local night A period of 8 hours falling between 22:00 hours and 08:00
hours local.
Long Haul A long haul flight is a flight with at least one sector of more
than 7 hours.
Long range flights Flights considered as long range flights are those which
require to be operated with augmented flight crew.
Low Visibility Procedures applied at an aerodrome for the purpose of
Procedures (LVP) ensuring safe operations during lower than Standard
Category I, Other than Standard Category II, Category II
and III approaches and low visibility take-offs.
Low Visibility Take-Off A take-off with an RVR lower than 400 m but not less than
(LVTO) 75 m.
Lower Than Standard A Category I instrument approach and landing operation
Category I (LTS CAT I) using Category I DH, with an RVR lower than would
Operation normally be associated with the applicable DH but not lower
than 400 m. Autoland is mandatory.

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Maintenance Maintenance means any one or combination of overhaul,

repair, inspection, replacement, modification or defect
rectification of an aeroplane/aeroplane component.
Master Minimum A master list which determines those instruments, items of
Equipment List equipment or functions that, while maintaining the level of
(MMEL) safety intended in the applicable airworthiness certification
specifications, may temporarily be inoperative either due to
the inherent redundancy of the design, and / or due to
specified operational and maintenance procedures,
conditions and limitations, and in accordance with the
applicable procedures for Continued Airworthiness.
Maximum Certified The maximum total weight of the aeroplane and its contents
Take-Off Weight at which the aeroplane may take off anywhere in the world,
in the most favourable circumstances in accordance with
the certificate of air-worthiness in force in respect of the
aeroplane.
Maximum Operational The maximum passenger seating capacity of an individual
Passenger Seating aeroplane, excluding crew seats, established for operational
Configuration purposes and specified in the operations manual. Taking as
(MOPSC) a baseline the maximum passenger seating configuration
established during the certification process conducted for
the type certificate (TC), supplemental type certificate (STC)
or change to the TC or STC as relevant to the individual
aeroplane, the MOPSC may establish an equal or lower
number of seats, depending on the operational constraints.
Maximum Structural The maximum permissible structural total aeroplane weight
Landing Weight (MLW) upon landing under normal circumstances.
Maximum Structural The maximum permissible structural total aeroplane weight
Take-Off Weight at the start of the take-off run.
(MTOW)
Maximum Zero Fuel The maximum permissible weight of an aeroplane with no
Weight (MZFW) usable fuel. The weight of the fuel contained in particular
tanks shall be included in the MZFW when it is explicitly
mentioned in the Airplane Flight Manual limitations.
Medium haul A medium haul flight is a flight with at least one sector of
more than 2 hours but less than 7 hours.

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Minimum Descent A specified altitude/height in a non-precision or circling

Altitude/Height approach below which descent may not be made without
(MDA/H) visual reference to the intended runway. MDA/H shall never
be less than the OCA(H), state minima or Company cut-off.
Note: Minimum descent altitude (MDA) is referenced to
mean sea level and minimum descent height (MDH) is
referenced to the aerodrome elevation or to the threshold
elevation if that is more than 2 m (7 ft) below the aerodrome
elevation. An MDH for a circling approach is referenced to
the aerodrome elevation.
Minimum En-Route The lowest published altitude between radio fixes that
Altitude (MEA) meets obstacles clearance requirements between those
fixes and in many countries assures acceptable navigational
and radio signal coverage. The published MEA’s provide a
terrain clearance of at least 1 000 ft (over high terrain): 2
000 ft over the highest obstacle within the normal airway
width (5NM each side of the airway centreline). On the
navigation documentation, En-route charts, the MEA is
given without any suffix (except as an ‘m’ if given in metric).
Minimum Equipment A list (including a preamble) which provides for the
List (MEL) operation of aeroplane, under specified conditions, with
particular instruments, items of equipment or functions
inoperative at the commencement of flight. This list is
prepared by the operator for his own particular aeroplane
taking account of their aeroplane definition and the relevant
operational and maintenance conditions in accordance with
a procedure approved by the Authority.
Minimum Flight These may be governed by national regulations, ATC,
Altitude terrain or obstacles, in that order. The highest of them will
determine the minimum altitude for that route or sector.
Minimum fuel The term used to describe a situation in which an
aeroplane’s fuel supply has reached a state where the flight
is committed to land at a specific aerodrome and no
additional delay can be accepted.
Minimum Obstacle MOCA is the lowest altitude for an airway or route segment
Clearance Altitude in which an IFR flight may be conducted. The lowest MOCA
shall not be less than 2 000 ft. It is defined by:
The maximum terrain or obstacle elevation, whichever is the
higher, plus:
1 000 ft for elevations up to and including 6 000 ft; or
2 000 ft for elevations above 6 000 ft.

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Minimum Off-Route The MORA provides reference point clearance within 10 NM

Altitude (MORA) of the route centreline (regardless of the route width and
fixes). The MORA is followed by a small letter ‘a’ (5000a) for
its identification.
MORA is calculated for every latitude and longitude square
on a Radio Facility Chart or Topographical Aeronautical
Map. For each square the MORA is the sum of:
The maximum terrain or obstacle elevation, whichever is the
higher, plus:
1 000ft for elevations up to and including 6 000ft; or
2 000ft for elevations above 6 000ft.
Minimum Sector MSA is the lowest altitude which will provide sufficient
Altitude (MSA) obstacle clearance in an area contained within (a sector of)
a circle of 25 NM radius, centred on a specified nav aid. If
the protected distance is other than 25nm the effective
radius is stated beside the identifier of the central facility.
The MSA is supplied by the controlling authority.
Note: variations in the calculation of MSA are noted in the
‘Air Traffic Control’ section of the flight guide for that
particular State.
Minimum weather In relation to an aerodrome means the cloud ceiling and
conditions RVR for take-off and the DA or MDA and RVR for landing
below which the aeroplane cannot safely take-off or land.
Missed Approach Missed approach climb gradients are sometimes specified
Climb Gradient with OCA(H) for a particular approach aid. The nominal
(MACG) climb gradient is 2.5%. Higher missed approach climb
gradients may be specified resulting in lower OCA(H), and
are indicated on the navigation documentation.
Missed Approach Point That point in an instrument approach procedure at or before
(MAPt) which the prescribed missed approach procedure shall be
initiated in order to ensure that the minimum obstacle
clearance is not infringed.
Mixed Fleet Flying Operation of more than one type or variant by the same
(MFF) pool of pilots (example Boeing 767 and Boeing 737
combined into one fleet).
Navigation System The difference between true position and estimated
Error (NSE) position.
Night The period between the end of evening civil twilight and the
beginning of morning civil twilight, or such other period
between sunset and sunrise as may be prescribed by the
appropriate Authority.

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Non-Precision An instrument approach with a minimum descent height

Approach (NPA) (MDH), or DH when flying a CDFA technique, not lower than
250 ft and an RVR/CMV of not less than 750 m.
NOTAM A notice containing information concerning the
establishment, condition or change in any aeronautical
facility, service, procedure or hazard, the timely knowledge
of which is essential to personnel concerned with flight
operations. Class I distribution: Distribution by means of
telecommunication. Class II distribution: Distribution by
means other than telecommunication.
Obstacle Clearance The lowest altitude (OCA), or alternatively the lowest height
Altitude/Height above the elevation of the relevant runway threshold or
(OCA/H) above the airport elevation as applicable (OCH), used in
establishing compliance with appropriate obstacle clearance
criteria.
Obstacle Clearance The height above aerodrome elevation below which the
Limit (OCL) minimum prescribed vertical clearance cannot be
maintained either on approach or in the event of a missed
approach.
Obscured segment Part of the ground not visible from the flight deck, caused by
the nose of the aeroplane.
On Time Departures Departure time is taken as the time when the aeroplane
moves for pushback (or tow) from its stand, or first moves
under its own power if pushback/tow is not involved. For
ACARS equipped aeroplanes, the departure message is
generated automatically when all the doors are closed and
the park brake is released.
Open Roster A period starting after the termination of the rest and
terminating at sign in for the next planned flight.
Operating crew A crew member who carries out his duties in an aeroplane
member during a flight or during any part of a flight.
Operational control Means the responsibility for the initiation, continuation,
termination or diversion of a flight in the interest of safety.
Operations Manual – Is a document to transmit information between the formal
Temporary Revision revision cycle of the operations manual.
(OM-TR)

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Other than Standard A precision instrument approach and landing operation

Category II (OTS CAT using ILS or MLS where some or all of the elements of the
II) operation precision approach category II light system are not
available, and with:
(a) DH below 200 ft but not lower than 100 ft; and
(b) RVR of not less than 350 m.
Autoland is mandatory.
Overlay approaches The use of RNAV systems to fly instrument flight
procedures that are themselves based on conventional
ground navigational aids and can be flown without the use
of an RNAV system. These include Managed Nav
Approach, LNAV Approach or LNAV / VNAV Approach
Overwater flight Flight at a distance from land greater than 50 nm.
Performance Based Specifies system performance requirements for aeroplanes
Navigation (PBN) operating along an ATS route, on an instrument approach
procedure or in an airspace block. Performance
requirements are defined in terms of the accuracy, integrity,
continuity, availability and functionality needed for the
proposed operation in the context of a particular airspace
concept.
Performance Class A Multi-engined aeroplanes powered by turbo-propeller
Aeroplanes engines with an MOPSC of more than nine or a maximum
take-off mass exceeding 5 700 kg, and all multi-engined
turbo-jet powered aeroplanes.
Person with Reduced A person whose mobility is reduced due to physical
Mobility (PRM) incapacity sensory or locomotory, an intellectual deficiency,
age, illness or any other cause of disability.
Pilot In Command The pilot designated as being in command and charged
(PlC) with the safe conduct of the flight. For the purpose of
commercial air transport operations, the ‘pilot-in-command’
shall be termed the ‘commander’.
Pilot Flying The pilot operating the flight controls.
Pilot Monitoring The pilot not operating the flight controls.
PIREPS An industry abbreviation for Pilot Reports.
PM Boeing employs the concept of PF and Pilot Monitoring
(PM).
Positioning The transferring of a non-operating crew member from
place to place, at the behest of the operator, excluding
travelling time.
Precision Approach An instrument approach and landing using precision
and Landing azimuth and glide path guidance with minima as determined
Operations by the category of operation.

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Precision Area A European RNAV navigation specification with a required

Navigation (P-RNAV) track-keeping accuracy of +/- 1 NM for at least 95% of the
flight time, together with advanced functionality and a high
integrity navigation database. P-RNAV capability can be
achieved using inputs from DME/DME or GNSS and/or IRS.
Pre-flight inspection An inspection carried out before each flight to ensure that
the aeroplane is safe for the intended flight. It does not
include defect rectification.
Principal Place of The head office or registered office of the organisation
Business within which the principal financial functions and operational
control of the activities referred to in this Regulation are
exercised.
Positioning The transferring of a non-operating crew member from
place to place, at the behest of the operator, excluding
travelling time.
Precision approach An instrument approach using Instrument Landing System,
Microwave Landing System or Precision Approach Radar
for guidance in both azimuth and elevation.
Procedure Minimum The term used at British Military Fields signifying minimum
height. Adjustments are made to convert this published
figure to a useable OCH.
Proficiency Checks Demonstrations of skill to revalidate or renew ratings, and
including such oral examination as the examiner may
require.
Prolonged Loss of A loss of communication with ATC lasting for several
Communication minutes or more.
(PLOC)
Quality Assurance All those planned and systematic actions necessary to
provide adequate confidence that operational and
maintenance practices satisfy given requirements.
Quality Audit A systematic and independent examination to determine
whether quality activities and related results comply with
planned arrangements, and whether these arrangements
are implemented effectively and are suitable to achieve
objectives.
Quality Inspection An inspection is the act of observing a particular event or
action to ensure that correct procedures and requirements
are followed during the accomplishment of that event.
Quality Manager The manager, acceptable to the Authority, responsible for
the monitoring function and for requesting remedial actions

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Quality Manual The document containing the relevant information pertaining

to the operator’s quality system and quality assurance
program.
Quality Plan A document setting out the specific quality practices,
resources and sequence of activities relevant to a particular
product, service, contract, or project.
Quality Policy The overall quality instructions and direction of a company
as regards quality, formally expressed by the Accountable
Manager.
Quality System The organizational structure, responsibilities, procedures
and resources for implementing quality management.
Ramp Inspection The inspection of the aeroplane, of flight and cabin crew
qualifications and of flight documentation in order to verify
the compliance with the applicable requirements.
Rating An entry in a license stating special conditions, privileges or
limitations pertaining to that license.
Receiver Autonomous A technique whereby a GNSS receiver / processor
Integrity Monitoring determines the integrity of the GNSS navigation signals
(RAIM) using only GPS signals or GPS signals augmented with
altitude. This determination is achieved by a consistency
check among redundant pseudo range measurements. At
least one satellite in addition to those required for navigation
should be in view for the receiver to perform the RAIM
function.
Rectification Interval A limitation on the duration of operations with inoperative
equipment.
Recency Regulatory or Airlines minimum requirements for take-offs
and landings within a preceding specified period of time (i.e.
3 take-offs and landings within the previous 90 days).
Reduced Vertical RVSM airspace is any airspace or route between FL 290
Separation Minima and FL 410 inclusive where aeroplanes are separated by
1000 ft.
Relief Pilot A pilot holding the appropriate qualifications to relief the PlC
or the first officer.
Repetitive flight plan A flight plan related to a series of frequently recurring,
(RPL) regularly operated individual flights with identical basic
features, submitted by an operator for retention and
repetitive use by ATS units.
Reported RVR The RVR communicated to the commander of an
aeroplane, by or on behalf of the person in charge of the
airport

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Reporting Point A specified geographical location in relation to which the

position of an aeroplane can be reported.
Required Navigation A specified navigation accuracy for route, departure or
Performance (RNP) approach procedures. It is a measure of the navigation
performance accuracy necessary for operations within a
defined airspace where the airplane shall be at least 95% of
the time, shown in nautical miles
Resolution Advisories Resolution Advisories recommend manoeuvres or
(RAs) manoeuvre restrictions in the vertical plane to resolve
conflicts with aeroplane transponding SSR Mode C altitude.
Rest period An uninterrupted and defined period of time during which a
crew member is free from all duties and aerodrome standby.
RNAV 1 SID/STAR Procedures requiring system performance currently met by
(FAA Operations) GPS or DME/DME/IRS RNAV systems satisfying the criteria
discussed in FAA AC 90-100A. RNAV 1 procedures may
require the aeroplane track-keeping accuracy remain
bounded by +/- 1 NM for 95% of the total flight time.
RNAV 2 SID/STAR RNAV terminal procedures requiring system performance
(FAA Operations) currently met by GPS or DME/DME/IRS RNAV systems
satisfying the criteria discussed in FAA AC 90-100A. RNAV
2 terminal procedures require the aeroplane’s track-keeping
accuracy remain bounded by +/- 2 NM for 95% of the total
flight time.
Runway Visual Range The range over which the pilot of an aeroplane on the
(RVR) center line of a runway can see the runway surface
markings or the lights delineating the runway or identifying
its centre line.
Safe forced landing An unavoidable landing or ditching with a reasonable
expectancy of no injuries to persons in the aeroplane or on
the surface.
Seat Class A A seat with at least the same width and more pitch than an
economy class seat, a minimum recline of 40° and full
integrated leg and feat support. This seat is outside of the
flight deck and separated from the passengers and any
inconvenient cargo. A seat not separate by the aisle may
only be occupied by another member of the flight or cabin
crew. As per April 1st 2009 this seat shall be separated by a
suitable curtain.

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Seat Class B An economy class passenger seat outside of the flight deck,
separated from the passengers and any inconvenient cargo.
A seat not separate by the aisle may only be occupied by
another member of the flight or cabin crew. This seat shall
be separated by a suitable curtain.
Secondary aeroplane The secondary aeroplane in which a crewmember becomes
type qualified for the purpose of MFF.
Sector The flight path between take-off and landing; or a part or
whole of a stretch between departure and arrival as
operating crew member; or a singular flight including a take-
off and its subsequent landing, as applicable.
Note 1: this is also called a ‘leg’.
Note 2: sometimes incorrectly referred as a ‘stretch’, which
does not exist.
Note 3: maintenance uses the term ‘cycle’. A cycle is an
engine start, take off, landing and shut down. Therefore it is
slightly different from a ‘sector’.
Note 4: an engine start and shut down (including taxi)
without a take-off is not a ‘cycle’ and not a ‘sector’.
Self-briefing Acquiring knowledge of aerodrome, terrain and minimum
safe altitudes, seasonal and meteorological conditions
including metrological communication / air traffic facilities
and services / procedures, search and rescue procedures
and navigational procedures (associated with the planned
route) with the aid of audio / visual presentation, e.g. from
OM part C.
Senior Cabin Crew Cabin crew member holding responsibility to the
Member (SCCM) commander for the conduct and co-ordination of normal and
emergency procedures in the cabin as specified in the
operations manual.
Separate runways Runways at the same aerodrome that are separate landing
surfaces. These runways may overlay or cross in such a
way that if one of the runways is blocked, it will not prevent
the planned type of operations on the other runway. Each
runway shall have a separate approach procedure based on
a separate navigation aid.
Short haul A short haul flight is in general a flight with sectors less than
2 hours.
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 aeroplane operations.

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Sign in Reporting for a (flight) duty. This testifies also that the crew
member is duly qualified for the flight as required by legal
and company rules.
Single Engine Over The approved one-engine- inoperative cruise selected by
Water Speed the company and approved by the regulatory authority.
Skill based training Skill based training requires the identification of specific
knowledge and skills. The required knowledge and skills are
identified within an ATQP as part of a task analysis and are
used to provide targeted training
Sky obscured The cloud measuring instruments cannot determine the
cloud base. It does not mean the cloud is on the ground. It
may well be possible in these circumstances to become
visual at heights well above that specified, especially when
snow is falling. Providing a RVR approach ban does not
exist, the Commander may exercise his prerogative and
make an approach down to DA/MDA to see if the required
segment is available.
Special VFR flight A VFR flight cleared by air traffic control to operate within a
control zone in meteorological conditions below VMC.
Specified In relation to an aeroplane means specified in or
ascertainable by reference to the operations manual relating
to that aeroplane.
Standby A defined period of time during which a crew member is
required by the operator to be available to receive an
assignment for a flight, positioning or other duty without an
intervening rest period.
Stabilised approach An approach that is flown in a controlled and appropriate
(SAp) manner in terms of configuration, energy and control of the
flight path from a pre-determined point or altitude/height
down to a point 50 ft above the threshold or the point where
the flare manoeuvre is initiated if higher.
STAR course Boeing term for Shortened Transition and Rating, these
courses are approximately 40% shorter than a full transition
syllabus, due to airplane type commonality.
State Minima Mandatory operating minima specified by the National
Authority of a foreign country. AOM shall not be lower than
State Minima except when specifically approved by that
state.
STOPS (Standard 2 engine aeroplanes, within a landing possibility of 60
Operation) minutes, at 1 engine out speed in still air, at an intermediate
alternate.

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Suitable aerodrome A suitable aerodrome is an adequate aerodrome fulfilling

the weather minima as laid down in OM Part A 08.01.03.
The operating times and the field condition reports shall
indicate that a safe landing can be made.
An aerodrome shall be considered to be below weather
minimum when no valid forecast is available for the relevant
aerodrome.
Supplemental oxygen The additional oxygen required to protect each occupant
against the adverse effects of excessive cabin altitude and
to maintain acceptable physiological conditions.
Take-Off Alternate An alternate aerodrome at which an aeroplane can land
aerodrome should this become necessary shortly after take-off and if it
is not possible to use the aerodrome of departure.
Take-Off Decision The point used in determining take-off performance from
Point (TDP) which, an engine failure having been recognised at this
point, either a rejected take-off may be made or a take-off
safely continued.
Take-Off Distance In the case of aeroplanes means the length of the take-off
available (TODA) run available plus the length of the clearway, if provided.
Take-Off Flight Path The take-off flight path extends from start of take-off roll to a
point in flight at which both the transition from the take-off to
the en-route configuration and the After Take-off checklist
are completed.
Take-Off Mass The mass including everything and everyone carried at the
commencement of the take-off run for aeroplanes.
Take-Off Run Available The length of runway that is declared available by the State
(TORA) of the aerodrome and suitable for the ground run of an
aeroplane taking off.
Take-Off Flight Path The take-off flight path extends from start of take-off roll to a
point in flight at which both the transition from the take-off to
the en-route configuration and the After Take-off Checklist
are completed.
Tarmac Area on the airport where aeroplanes park. Also called
apron.
Taxiing Movement of an aeroplane on the surface of an aerodrome
under its own power, excluding take-off and landing.
Technical crew A crew member in commercial air transport operations other
member than a flight or cabin crew member, assigned by the
operator to duties in the aeroplane or on the ground.

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Technical Instructions The latest effective edition of the Technical Instructions for
(TI) the Safe Transport of Dangerous Goods by Air, including
the Supplement and any Addenda, approved and published
by the International Civil Aviation Organisation.
Track The projection on the earth’s surface of the path of an
aeroplane, the direction of which path at any point is usually
expressed in degrees from North (true, magnetic or grid).
Traffic Advisories Traffic Advisories indicate the approximate position relative
(TAs) to the subject aircraft, either in azimuth only, or azimuth and
altitude, of nearby transponding aeroplanes which may
become a threat.
Traffic Load Means the total mass of passengers, baggage, cargo and
carry-on specialist equipment, including any ballast.
Training Training necessary to gain a new type rating (license
endorsement) on the secondary airplane type.
Travelling Time Time from home to a designated reporting place and vice
versa; time for local transfer from a place of rest to the
commencement of duty and vice versa.
Undertaking Any natural or legal person, whether profit-making or not, or
any official body whether having its own personality or not.
UN number The four-digit number assigned by the United Nations

Committee of experts on the transport of dangerous goods
to identify a substance or a particular group of substances.
UNAD INAD not accompanied by an escort, no limitation of number
on board.
Unattended aeroplane An aeroplane that has not attendance overseer present on
board or within the footprint of the aeroplane.
V1 The maximum speed in the take-off at which the pilot shall
take the first action to stop the aeroplane within the
accelerate-stop distance. V1 also means the minimum
speed in the take-off , following a failure of the critical
engine at VEF, at which the pilot can continue the take-off
and achieve the required height above the take-off surface
within the take-off distance.
VEF The speed at which the critical engine is assumed to fail
during take-off.
Virtual Crew Room The personal website for each crew member of ArkeFly to
be informed about various subjects. Each individual crew
member will find their schedule six weeks in advance on the
Virtual Crew Room.

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Visual approach An approach when either part or all of an instrument

approach procedure is not completed and the approach is
executed with visual reference to the terrain.
Visual reference That section of the visual approach aids or of the approach
area which shall be in view at DH or MDH for sufficient time
for the pilot to make an assessment of the aeroplane
position and rate of change of position, in relation to the
desired flight path to be able to safely continue the
approach.
Visual Meteorological Meteorological conditions expressed in terms of visibility,
Conditions distance from cloud, and ceiling, equal to or better than
specified minima.
Visual segment That part of the ground visible from the flight deck based at
the FCMs reference position and bounded by the visual
range and the obscured segment.
Window of Circadian The period between 02:00 hours and 05.59 hours. Within a
Low (WOCL) band of three time zones the WOCL refers to home base
time. Beyond these three time zones the WOCL refers to
home base time for the first 48 hours after departure from
home base time zone and to local time thereafter.
Weight May be used in lieu of “Mass”, in this manual they are

deemed to have the same meaning.
Wet Lease Agreement An agreement between air carriers pursuant to which the
aeroplane is operated under the AOC of the lessor.
Wet runway A runway of which the surface is covered with water, or
equivalent, less than specified by the ‘contaminated runway’
definition or when there is sufficient moisture on the runway
surface to cause it to appear reflective, but without
significant areas of standing water.
°C Centigrade
RDL Radial
ABC Air Breathing Circulation (first aid)
A/C Aircraft
AAL Above Aerodrome Level
AAS Automatic Aerodrome Selection
ABC Aeroplane Briefing Card
ABP Able Bodied Person
AC Advisory Circular
AC Alternating Current

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ACARS Aeroplane Communications Addressing and Reporting System

ACAS Airborne Collision Avoidance System
ACC Area Control Centre/ Area Control
ACF Acceptable Carry Forward
ACL Aeroplane Cabin Log
ACMI Aeroplane Crew Maintenance Insurance
ACN Aeroplane Classification Number
AD Airworthiness Directive
ADC Air Defence Clearance
ADC Air Data Computer
ADD Acceptable Deferred Defect
ADIZ Air Defence Identification Zone
ADS Automatic Dependent Surveillance
ADS - B Automatic Dependent Surveillance - Broadcast
ADS - C Automatic Dependent Surveillance - Contract
AEA Association of European Airlines
AED Automated External Defibrillator
AFC Airport Facility Chart
AFE Above Field Elevation
AFI Africa Indian Ocean
AFIS Aerodrome Flight Information Service
AFL Aeroplane Flight Log
AFM Airplane Flight Manual
AFTN Aeronautical Fixed Telecommunication Network
AGC Airport Ground Chart
AGL Above Ground Level
AH Alert Height
AIC Aeronautical Information Circular
AIP Aeronautical Information Publication
AIRAC Aeronautical Information Regulation And Control
AIREP Air Report
AIRMET Airmen’s Meteorological Information
AIS Aeronautical Information Service
AIS Airport Information Sheet
ALF Amount Location Fastening
ALS Approach Lighting System
ALSF Approach Lighting System With Sequenced Flashing Lights
ALT Altitude
ALTN Alternate
AM Accountable Manager
AMC Acceptable Means of Compliance

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AMC Aviation Medical Centre

AMD Aeroplane Maintenance Department
Amdt Amendment
AME Authorized Medical Examiner
AML Aeroplane Maintenance Log
AML Aeroplane Maintenance Licence
AMM Aeroplane Maintenance Manual
AMO Aeroplane Maintenance Organization
AMP Aeroplane Maintenance Program
AMS Aero Medical Section
AMSL Above Mean Sea Level
AMT Aeroplane Maintenance Technician
AN Analyse Number (warnings)
ANAD Accompanied iNADmissible passenger
ANP Actual Navigation Precision / Performance
AOC Air Operator Certificate
AOC Aerodrome Obstruction Chart
AOE Air Operator Exposition
AOG Aeroplane On Ground
AOM Aeroplane Operating Manual
AOM Aerodrome Operating Minima
AOS Aeroplane Operating Supplement
APP Approach Control Office
APT Airport
APV Approach Procedure with Vertical guidance
AQB Airport Qualification Briefing
ARC Airworthiness Review Certificate
ARINC Aeronautical Radio Incorporated
ARO Air Traffic Services Reporting Office
ARO Authority Requirements for Air Operations
ARTE Above Runway Threshold Elevation
ASAP As Soon As Possible
ASC Air Safety Committee
ASCCM Assistant Senior Cabin Crew Member
ASD Accelerate Stop Distance
ASDA Accelerate Stop Distance Available
ASE Altimeter System Error
ASIA Asia
ASL Above (mean) Sea Level
ASR Airport Surveillance Radar
ATA Actual Time of Arrival

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ATA Air Transport Association

ATC Air Traffic Control
ATD Actual Time of Departure
ATFM Air Traffic Flow Management
ATIS Automatic Terminal Information Service
ATL Aeroplane Technical Log
ATN Air Traffic Navigation
ATO Actual Time Overhead
ATOW Actual Take Off Weight
ATPL Airline Transport Pilot Licence
ATQP Alternative Training and Qualification Programme
ATS Air Traffic Services
ATSC Air Traffic Services Communication
ATT Attitude
ATTN Attention
ATZ Aerodrome Traffic Zone
AVASIS Abbreviated Visual Approach Slope Indicator System
AVGAS Aviation Gasoline
AVIH Passenger travelling with animal in kennel loaded in cargo
compartment
AVTAG Aviation Turbine Gasoline (Wide-Cut Fuel)
AWB Air Waybill
AWIS Aviation Weather Information Service
AWY Airway
B737 Boeing 737
B767 Boeing 767
B787 Boeing 787
BA Braking Action
BALS Basic Approach Light System
BARO VNAV Barometric Vertical Navigation (vertical path angle of 3 degrees)
BCAR British Civil Airworthiness Requirements
BCRS Back course
BECMG Becoming
BER Brake Energy Requirements
BI Basic Index
BIT Basic Instructor Training
BITD Basic Instrument Training Device
BL Blank (intentionally)
BLA Bijzondere Luchtvaart Aanwijzing
BLND Blind (passenger)
BLW Below

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BOTA Brest Oceanic Transition Area

BP Briefing Package
BRNAV / B- Basic aRea NAVigation (RNP 5)
RNAV
BT Block Time
C Centre
C/B Circuit Breaker
C/L Check List
C/L Centre Line (RWY OR TWY)
C02 Carbon Dioxide
CA Cabin Attendant
CAA Civil Aviation Authority
CAME Continuing Airworthiness Management Exposition
CAMO Continuing Airworthiness Management Organisation
CAP Civil Aviation Publication (CAA UK)
CAPT Captain
CAR Caribbean
CAT Commercial Air Transport
CAT Clear Air Turbulence or Category
CAT I/ II/III Category I/ II/III
CAVOK Ceiling and Visibility OK
Cb Cumulonimbus
CB Cloud Base
CBP Sky Track Crew Briefing Package
CBT Computer Based Training
CC Cabin Crew
CCC Coach Cabin Crew
CCITO Cabin Crew Initial safety Training Organisation
CCM Cabin Crew Member
CCMQC Cabin Crew Member qualification card
CDA Constant Descent Angle / Constant Descent Approach
CDDL Cabin Deferred Defect List
CDFA Continuous Decent Final Approach
CDL Configuration Deviation List
CDR Cabin Defect Report
CEC Cabin Emergency Checklist
CEO Chief Executive Officer
CFI Chief Flight Instructor
CFIT Controlled Flight Into Terrain
CFMU Central Flow Management Unit
CFP Computerised Flight Plan

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CFR Cabin Flight Report

CFR Critical Fuel Required
CFRI Runway Friction Index
CFS Critical Fuel Scenario
CG Centre of Gravity
CGI Chief Ground Instructor
CGO Cargo
CHG Change
CHML Child Meal
CI Chief Instructor
CI Cost Index
CI Checklist Instruction
CIS Cabin Interphone System
CL Centre Lights (of Runway)
CLR Clear
CM Crew Member
CMD Command
CMDR Commander
CMM Component Maintenance Manual
CMP Configuration, Maintenance and Procedures
CMR Certification Maintenance Requirements
CMV Converted Meteorological Visibility
CO Compliance Officer
CoA Certificate of Airworthiness
COC Company Originated Change
COM / Com Communication
Commander Pilot In Command
CON Continuous
COND Condition
CONFIG Configuration
COO Chief Operating Officer (Post holder Accountable Manager)
CoR Certificate of Registration
CP Chief Pilot
CPDLC Controller Pilot Data Link Communication
CPL Commercial Pilot Licence
CPR Cardiopulmonary Resuscitation (first aid)
CPT Cockpit Procedure Trainer
CPT Captain
CPU Central Planning Unit
CRFI Canadian Runway Friction Index
CRM Crew Resource Management

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CRMI Crew Resource Management Instructor

CRS Certificate of Release to Service
CRS Course
CRZ Cruise
CS Certificate Specifications
CSI Cabin Safety Instructor
CSM Cabin Safety Manager
CTA Control Area
CTL Control
CTL Cabin Technical Log
CTOT Calculated Take-off Time
CTR Control Zone
CVR Cockpit Voice Recorder
CWY Clearway
D Danger Area (Followed by identification)
DA Decision Altitude
D-ATIS Digital Automatic Terminal Information Service
DBML Diabetic Meal
DC Direct Current
DCL Departure Clearance
DCPC Direct Controller Pilot Communications
DCS Departure Control System (Computerised check in)
DDG Dispatch Deviation Guide
DDL Dispatch Deviation List
DDM Dispatch Deviation Manual
DEAF Deaf Passenger
DEP Departure
DEPA DEPortee Accompanied
DEPO DEPortee
DEPU DEPortee Unaccompanied
DEST Destination
Dev Deviation
DFO Director (of) Flight Operations
DFR Diversion Fuel Required
DG Dangerous Goods
DGI Dangerous goods instructor
DGK Dangerous Goods Kit
DGR Dangerous Goods Regulations
DH Decision Height
DI Daily Inspection
DIST Distance

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DME Distance Measuring Equipment

D-METAR Data Link – Meteorological Aerodrome Report
DMO Duty Manager Operations
DN Down
DOA Design Organisation Approval
DOC Document
DOC Direct Operating Costs
DOI Dry Operating Index
DOM Dry Operating Mass
D-OTIS Data Link – Operational Terminal Information Service
DOW Dry Operating Weight
DP Decision Point
DT Duty Time
DTG Distance To Go
DTP Diphtheria Tetanus Polio
e.g. Example Given
E190 Embraer 190
EASA European Aviation Safety Agency
EAT Expected Approach Time
EC European Community
ECAC European Civil Aviation Conference
ECAS Engineering Customer Approval Sheet
ECO fuel Economy fuel
ECON Economy
ECOS Engineering Coordination Sheet
EDL Equidistant Line
EDP Equidistant Point
EDP Electronic Data Processing
EEC Electronic Engine Control
EEP ETOPS Entry Point
EET Estimated Elapsed Time
EFATO Engine Failure After Take-off
EFB Electronic Flight Bag
Eff Effective
EFOB Estimated Fuel On Board
EFP Engine Failure Procedure
ELEV Elevation
ELT Emergency Locator Transmitter
ELT(AD) Emergency Locator Transmitter (Automatically Deployable)
ELT(AF) Emergency Locator Transmitter (Automatic Fixed)
ELT(AP) Emergency Locator Transmitter (Automatic Portable)

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ELT(S) Survival Emergency Locator Transmitter

EMER Emergency
EMI Electro Magnetic Interference
ENT Enter
EOBT Estimated off-block time
EOD Explosive Ordnance Disposal
EOSID Engine Out Standard instrument Departure
EPE Estimated Position of Error
EPIRB Emergency Position-Indicating Radio Beacons
EPU Estimated Position of Error
ER Extended Range
ERA En-Route Alternate (Aerodrome)
ERG Emergency Response Guide
ERM Electronic Route Manual
EROPS Extended Range Operations
ERP Emergency Response Plan
ESAD Equivalent Still Air Distance
ESCORT Authorised escort for deportee
ESM Emergency Sketch Manual
ESWL Equivalent Single Wheel Load
ETA Estimated Time of Arrival
ETB Estimated Time Between
ETD Estimated Time of Departure
ETO Estimated Time Overhead
ETOPS Extended Range Operations for Twin Engine Aeroplane
ETP Equal Time Point
EU European Union
EUR Europe
EUROCAE European Organisation for Civil Aviation Equipment
EVAC Evacuation
EXP ETOPS exit point
F Fahrenheit
F/O First Officer
FAA Federal Aviation Administration
FAF Final Approach Fix
FAK First Aid Kits
FAK Fly Away Kit
FALS Full Approach Light System
FAM First Aid Manual
FANS Future Air Navigation Systems
FAP Final Approach Point

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FAR Federal Aviation Regulation

FATM First Aid Training Manual
FBS Fixed Base Simulator
FC Forecast (9 or 12 hours period)
FCF Functional Check Flight
FCL Flight Crew Licensing
FCM Flight Crew Member
FCOM Flight Crew Operation Manual
FCP Functional Check Pilot
FCR Flight Crew Report
FCTM Flight Crew Training Manual
FD Flight Department
FDAS Flight Deck Access System
FDEM Flight Data Exceedance Monitoring
FDM Flight Data Monitoring
FDP Flight Duty Period
FDT Flight Duty Time
FFS Full Flight Simulator
FFS Full Flight Simulator
FI Flight Instructor
FIC Flight Information Centre
FID Flight Identification
FIM Fault Isolation Manual
FIO Flight Information Office
FIR Flight Incident Report
FIR Flight Information Region
FIS Flight Information Service
FL Flight Level
FLT Flight
FM Fleet Manager
FM Flight Manual
FM Frequency Modulation
FNPT Flight Navigation Procedures Trainer
FO First Officer; Co-pilot
FOB Fuel On Board
FOD Foreign Object Damage
FOD Flight Operations Department
FODCOM Flight Operations Department Communication (UK)
FOE Flight Operations Engineering
FOI Form Of Indemnity
FOI Flight Operations Inspector (UK CAA)

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FOM Flight Operations Manager

FOO Flight Operations Officer
FOQA Flight Operational Quality Assurance
FOSC Flight Operations Standards Committee
FPA Flight Path Angle
FPL Flight Plan (ATC)
F-PLN Flight Plan
FPM Feet Per Minute
FPPM Flight Planning and Performance Manual
FQIS Fuel Quantity Indicator System
FRH Flap Retraction Height (above aerodrome elevation)
FRM Fault Reporting Manual
FS Flight Simulator
FSB Fasten Seat Belt
FSO Flight Safety Officer
FSP Flight Safety Programme
FSS Flight Service Station
FSTD Flight Simulation Training Device
FT Flight Time
FT Forecast (18 or 24 hour period)
FT / ft Feet
FTD Flight Training Device
FTE Flight Technical Error
FTE Full Time Equivalent
FTL Flight and Duty Time Limitations
FTO Flight Training Organization
FWD Forward
G Gusts
G Gram
G/S Glide Slope
G/S Glide Slope
GA Go Around
GA General Aviation
GBAS Ground-Based Augmentation System
GCA Ground Controlled Approach
GE Ground Engineer
GEN General
GenDec General Declaration
GFML Gluten Free Meal
GHM Ground Handling Manual
GHS Ground Handling Supervisor

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GI Ground Instructor
GLS Global Navigation Satellite Landing System
GM General Manager
GM Guidance Material
GMP General Medical Practitioner
GMT Greenwich Mean Time
GND Ground
GNE General Navigation Error
GNS Global Navigation System
GNSS Global Navigation Satellite System
GNSS Global Navigation System Sensor
GOC Ground Operations Centre of TUI in Hannover
GP General Purpose
GP Glide Path
GPS Global Positioning System
GPU Ground Power Unit
GRADU Gradually
GS Ground Speed
GT Ground Time
GTI Ground Training Instructor
GWT Gross Weight
H High Intensity
H24 Continuous Day and Night Service
HAA Height Above Aerodrome
HAT Height Above Threshold / Touchdown
HF High Frequency (3-30 MHz)
HF Human Factors
Hg Mercury
HGT Height
HI High Intensity
HIAL(S) High Intensity Approach Lights (System)
HIRL High Intensity Runway Lights
HIWAS Hazardous In-flight Weather Advisory Service
HLD Hold
HNML Hindu Meal
HoT Hold Over Time
HP High Pressure
hPa / Hpa Hecto Pascal
Hr Hour
HRM Human Resources Management
Hrs / HRS Hours

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HS&E Health, Safety and Environment

HUD Head Up Display
HVC High Visibility Clothing
HYD Hydraulic
IAF Initial Approach Fix
IAL Instrument Approach and Landing Chart
IALS Intermediate Approach Light System
IAP Instrument Approach Procedure
IAS Indicated Air Speed
IATA International Air Transport Association
ICA InterContinAl flight
ICAO International Civil Aviation Organization
ICE Dry Ice
ID Identity (Number)
IDPS Integrated Disposition Planning and Statistic
IEM Interpretative and Explanatory Material
IF Intermediate Fix
IFPS Integrated Flight Planning System
IFR Instrument Flight Rules
IFSD In-Flight Shut Down
IFTB In-Flight Turn Back
IHD International Help to Disabled
ILS Instrument Landing System
IMC Instrument Meteorological Conditions
IMPR Improved
IMT Initial Magnetic Track
In / IN Inch(es)
IN2 Square Inch
INAD INADmissible passenger
Incl Including
INF Inland Navigation Facility
InHG Inches of Mercury
INOP Inoperative
INSTR Instructor
INSTR Instruments
INT Interception
INTER Intermittent
IOE Initial Operating Experience
IOI Intermediate Operational Information
IP Intermediate Point
IPC Illustrated Parts Catalogue

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IR Instrument Rating
IR Implementing Rule
ISA International Standard Atmosphere
ISO International Organisation for Standardisation
IT Inclusive Tours
ITCZ Inter Tropical Convergence Zone
ITF Inter Tropical Front
ITT Initial True Track
JAA Joint Aviation Authorities
JAR Joint Aviation Requirements
JAR-FCL Joint Aviation Requirement for Flight Crew Licensing
JBI James Braking Index
JPM Joint Procedures Manual
kg Kilograms
KG Kilo
Kg(s) Kilogram
KHZ Kilohertz
KIAS Knots Indicated Air Speed
Km Kilometres
Km/H or KMH Kilometres per Hour
Kpa or kPa Kilopascal
KTS or kts Knots
L Light
L Left
LAHSO Land and Hold Short Operations
LAR Live Animal Regulations
LAT Latitude
LAW Landing Weight
lb(s) pound(s)
LB(s) Pounds (weight)
LCG Load Classification Group
LCML Low Calorie Meal
LCN Load Classification Number
LD Landing Distance
LD 2/4/8 Container Type for ULD
LDA Landing Distance Available
LDG Landing
LDM Landing Mass
LDP Landing Decision Point
LDW Landing Weight
LEP List of Effective Pages

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LF Low Frequency
LFML Low Fat Meal
LG Landing Gear
LGT Light or Lighting
LH Left Hand
LH Long Haul
LHS Left Hand Seat
LHSP Left Hand Seat Pilot
LHT Lufthansa Technik
LI Low Intensity
LIDO Lufthansa Integrated Dispatch Operations
LIFUS Line Flying Under Supervision
LIR Loading Instruction Report
LIZFW Loaded Index at Zero Fuel Weight
LLWAS Low Level Windshear Alerting System
LLZ Localizer
LM (M) Locator, Middle (Marker)
LMC Last Minute Change(s)
LO Low Intensity
LoA Letter of Acceptance
LOC Localizer
LOC-BC Localizer Back Course
LOE Line Orientated Evaluation
LOFT Line Orientated Flight Training
LOI Letter Of Intend
LOM Locator Outer Marker
LONG Longitude
LOPA Lay out of Passenger Accommodations
LOQE Line Orientated Quality Evaluation
LOS Limited Obstacle
LOSA Line Orientated Safety Audit
LOSS Line oriented simulator session (check)
LP Pilot in left-hand pilot seat
LPC Licence Proficiency Check
LPV Localiser Performance with Vertical guidance
LRBL Least Risk Bomb Location
LRC Long Range Cruise
LRCS Long Range Communication System
LRNP Long Range Navigation Procedures
LRNS Long Range Navigation System
LSML Low Sodium Meal

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LT Local Time
LTB Local Time Base
LTC Line Training Captain
LTI Line Training Instructor
LTMI Lufthansa Technik Maintenance International
LTR Litter
LTS Lower Than Standard
LVL Level
LVO Low Visibility Operations
LVP Low Visibility Procedure
LVTO Low Visibility Take-Off
M Medium Intensity
M Mach
m/M Metric, meters
MAAS Passenger in need of Meet and Assist
MABH Minimum Approach Break off Height
MAC Mean Aerodynamic Chord
MAG Magnetic
MAINT Maintenance
MALS Medium Intensity Approach Lighting System
MALSF Medium Intensity Approach Lighting System with sequenced
Flashing lights
MALSR Medium Intensity Approach Lighting System with Runway
alignment indicator lights
MAN Manoeuvre
MAP Missed Approach Point
MAP Missed Approach procedure
MAPSC Maximum Approved Passenger Seating Configuration
MAPt Missed Approach Point
MAREP Maintenance Write-Up
MASPS Minimum Aeroplane System Performance Specification
MAX/max. Maximum
Mb Milibars
MBOH Minimum Break Off Height
MCA Minimum Crossing Altitude
MCA Manager Continuing Airworthiness
MCC Multi Crew Cooperation
MCR Minimum Climb Requirements
MCTOM Maximum Certified Take Off Mass
MD Managing Director
MDA/H Minimum Descent Altitude/ Height

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MEA Minimum En-route IFR Altitude

MED Medium
MED Medical
MEDA Medical Indication / Luggage (x-bag)
MEL Minimum Equipment List
MET Meteorological
METAR Meteorological Aerodrome Report
MF Medium Frequency
MFF Mixed Fleet Flying (Flying more than one aeroplane type)
MFOE Manager Flight Operations Engineering
MFRA Minimum Flap Retraction Altitude
MFRH Minimum Flaps Retraction Height
MFRQ Minimum Fuel required
MGA Minimum Grid Altitude
MHA Minimum Holding Altitude
MHz Megahertz
MI Medium Intensity (lights)
MID Midpoint
MID Middle Runway Portion
MIL Military
MIN Minute
MIN/min. Minimum
MKR Maker Radio Beacon
MLR Manuals, Logs and Records
MLS Microwave Landing System
MLW/M Maximum Landing Weight/ Mass
MM Maintenance Manual
MM Middle Marker
MME Maintenance Management Exposition
MMEL Master Minimum Equipment List
MNPS Minimum Navigation Performance Specification
MNPSA Minimum Navigation Performance Specifications Airspace
MOC Minimum Obstacle Clearance
MOC Manager On Call
MOCA Minimum Obstruction Clearance Altitude
MOCC Manager Operations Control Centre
MOE Maintenance Organization Exposition
MOFT Manoeuvre Oriented Flight Training
MOML Muslim Meal
MOPSC Maximum Operational Passenger Seating Configuration
MOR Mandatory Occurrence Report

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MORA Minimum Off-Route Altitude

MP Maintenance Program
MPA Multi-pilot Aeroplane
MPC Maintenance Pre Flight Check
MPD Maintenance Planning Document
MQA Manager Quality Assurance
MRA Minimum Reception Altitude
MRB Maintenance Review Board
MRC Maximum Range Cruise Speed
MRFA Minimum Retraction Flap Altitude
MRFH Minimum Retraction Flap Height
MRT Manual Release Tool
MRVA Minimum Radar Vectoring Altitude
MSA Minimum Sector Altitude or Minimum Safe Altitude
MSC Maintenance Service Check
MSF Mixed Seat Flying (Operation on either pilot seat)
MSL Mean Sea Level
MSN Manufacturer Serial Number
MTCA Minimum Terrain Clearance Altitude
MTL Maximum Traffic Load
MTOW/M Maximum Take-off Weight/ Mass
MTS Maximum certified Tire Speed
MVA Minimum Vectoring Altitude
MX Maintenance
MZFW/M Maximum Zero Fuel Weight/ Mass
N No
N North
N/C Non-compliance
NA Not Applicable
NADP Noise Abatement Departure Procedure
NALS No Approach Light System
NAM North America
NAR North American Route
NAT North Atlantic Track
NAV Navigation
NAV BAG Navigation Baggage
NAVAID Navigational Aid
NCA Northern Control Area
NCC Non-Commercial operations with Complex motor-powered aircraft
NDB Non Directional Radio Beacon
NERS North Atlantic Routing Scheme

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NFP Net Flight Path

NIL No Items Listed (Nothing)
NITS Nature Intention Time Special
NL Netherlands
NLML No Lactose Meal
NM (nm) Nautical Miles
NNC Non-Normal Checklist
NNP Non-Normal Procedures
NOSIG No Significant Change
NOTA Northern Oceanic Transition Area
NOTAM Notice to Airmen
NOTOC Notification TO Captain
NP Normal Procedures
NP FO Nominated Postholder Flight Operations
NPA Non-precision approach
NPA Notice of Proposed Amendment
Nr Number
NSC No Significant Clouds
NSE Navigation System Error
NSW No Significant Weather
NTO No Technical Objection
NTSB National Transport Safety Board
O/R On Request
OAC Oceanic Area Control Centre
OAT Outside Air Temperature
OBFB On Board Forms Bag
OBST Obstacle or Obstruction
OCA Obstacle Clearance Altitude
OCA Oceanic Control Area
OCC Operator Conversion Course
OCH Obstacle Clearance Height
OCL Obstacle Clearance Limit
OCR Obstacle Clearance Requirements
OD Operational Directive
OEB Operations Engineering Bulletin
OEI One Engine Inoperative
OEW Operating Empty Weight
OFP Operational Flight Plan
OM Outer Marker
OM Operations Manual
OMA/B/C/D Operations Manual Part A/B/C/D

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OPERATIONS MANUAL
OML Operational Multi Crew Limitation

OM-TR Operations Manual Temporary Revision
ONC Operational Navigation Charts
OP Operation Procedure
OPC Operators Proficiency Check
OPS Operations
OPT Optimum
OPT On-board Performance Tool
Orig Original issue
ORO Organisation Requirements for air Operations
OTD Other Training Device
OTS Organized Track Structure
OTS Oceanic Track System
OTS Other Than Standard
OVC Overcast
OVHT Overheat
OVRD Override
PA Passenger Address/ Pressure Altitude
PAC Pacific
PAD Passenger Available for Disembarkation
PANS/OPS Procedures for Air Navigation Services - Aeroplane Operations
PANS/RAC Procedures for Air Navigation Services - Rules of the Air
PAPI Precision Approach Path Indicator
PAR Precision Approach Radar
PAS Passenger Address System
PAX Passenger(s)
PBE Protective Breathing Equipment
PBN Performance-Based Navigation
PCA Pre-Conditioned Air
PCN Pavement Classification Number
PDP Pre-determined Point
PED Portable Electronic Device
PEL Portable Emergency Light
PERF Performance
PET Point of Equal Time
PETC Passenger travelling with pet in Cabin
PF Pilot Flying
PFC Pre-flight Check
PFI Pre Flight Inspection
PFO Postholder Flight Operations
PGO Postholder Ground Operations

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PI Performance In-flight
PIC Pilot in Command
PICUS Pilot In Command Under the Supervision (of a TRI / LTC).
PIL Passenger Information List
PIN Personal Identification Number
PIP Performance improvement package
PIREP Pilot (In-flight) Weather Report
PIS/PIL Public Information Sheet/List
PL Payload
PLB Personal Locator Beacons
PLD Estimated Payload
PLS Please
PLTOW Performance Limited Take-off Weight
PM Pilot Monitoring
PNdb Perceived Noise Decibels
PNR Point of No Return
PNR Prior Notice Required
Ppmv Parts per million by volume
PPR Prior Permission Required
PRESS Pressure
PRM Person(s) with Reduced Mobility
PRNAV Precision RNAV
P-RNAV Precision area Navigation
PROB Probably, Probability
PROC Procedure
PROX Proximity
PSI (Psi) Pound(s) per Square Inch
PSN Priority Serial Number
PSP Pre-selected passenger
PSU Passenger Service Unit
PT Procedure Turn
PTH Path
QA Quality Assurance
QAM Quality Assurance Manual
QAR Quick Access Recorder
QDM Magnetic Track to Station
QDR Magnetic Track from Station
QFE Atmospheric Pressure at Aerodrome Elevation / Runway
Threshold
QFU Magnetic orientation of runway
QM Quality Manager

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OPERATIONS MANUAL
QME Quality Management Exposition

QNH Atmospheric Pressure at Nautical Height
QRH Quick Reference Handbook
QSS Quality Safety System
Qt Quart
QTS Quarts (0,95 litre)
QTY Quantity
R Right
R Restricted Area (followed by identification)
R/T Radiotelephony
R/T Radio Telephony
RA Radio Altimeter
RA Resolution Advisory
RAC Air Traffic Routes and Services
RADAR Radio Detection and Ranging
RAPID Rapidly
RCC Rescue Coordination Centre
RCF Reduced Contingency Fuel
RCLL Runway Centre Line Lights
RCLM Runway Centre Line Marking
RCM Corrosive Material
REDL Runway Edge Lights
REF Reference To/ Refer To
REG Registration
REIL Runway End Identifier Light
REL Removable Emergency Light
RENL Runway End Lights
REP Reported
REQ Request
REV Revision
RF Fixed Radius
RF Radio Frequency
RFC Route Facility Chart
RFF Rescue and Fire Fighting
RFG Flammable Gas that may affect the safety of aeroplane
RFL Flammable Liquids
RFS Flammable Solids
RFW Substances which in contact with water emits Flammable Gasses
RH Right Hand
RHS Right Hand Seat
RHSP Right Hand Seat Pilot

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RI Rectification Interval
RIE Rectification Interval Extension
RIS Infectious Substances
RL Runway edge Lighting
RMD Miscellaneous Dangerous Goods
RNAV Area Navigation
RNG Non-Flammable Non-Toxic Gas
RNG Radio Range
RNP Required Navigation Performance
ROC Rate Of Climb
ROD Rate of decent
ROX Oxidizing Substances
RP Relief Pilot
RPB Poisonous (Toxic) Substances
RPG Toxic Gas
RPL Repetitive Flight Plan
RPM Revolutions (rotations) Per Minute
RQRD Required
RRW Radioactive Material
RRY Radioactive Material of Category 11 and Ill
RS Reserve
RSB Polystyrene
RSC Substances liable to Spontaneous Combustion
RSM Ramp Service Manual
RT Radio Telecommunication
RTE Route
RTHL Runway Threshold Lights
RTL Regeling Toezicht Luchtvaart (Dutch Aviation Regulations)
RTO Rejected Take-Off
RTS Routes
RTZL Runway Touchdown Zone Lights
RVR Runway Visual Range
RVSM Reduced Vertical Separation Minimum
RWY Runway
S South
SA Station Actual
SA Safety Altitude
SAE Society of Automotive Engineers
SAFA Safety Assessment Of Foreign Aircraft
SALS Simple Approach Lighting System
SALSF Simple Approach Lighting System with sequenced Flashing lights

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SAM South America

Sap Stabilized Approach
SAR Search And Rescue
SAT Static Air Temperature
SATCOM Satellite Communication
SB Service Bulletin
SCATANA Security Control of Air Traffic and Air Navigation Aids
SCCM Senior Cabin Crew Member
SCD Subject to Captains Discretion
SCDF Spare Cabin Document Folder
SCP Special Category of Passenger
SCT Scattered
SEL Select
SELCAL Selective Call System
SEP Safety and Emergency Procedures
SETI Single Engine Taxi-In
SFC Surface
SFE Synthetic Flight Examiner
SFE Simulator Flight Examiner
SFI Synthetic Flight Instructor
SFL Sequenced Flashing Lights
SG Specific Gravity
SH Short Haul
SID Standard Instrument Departure
SIGMET SIGnificant METeorological Report
SIM Simulator
SITA Société lnternationale de Télécommunications Aéronautiques
SIWL Single Isolated Wheel Load
SKC Sky Clear
SKED Schedule/ Scheduled
SLOP Strategic Lateral Offset Procedure
SLOT Time window on take-off for ATC (flow control)
SM Security Manager
SM Statute Miles
SMGSC Surface Movement Guidance and Control System
SMM Safety Management Manual
SMS Safety Management System
SN Serial Number
SNAS Satellite Navigation Augmentation System
SNOWTAM Snow Notice To Airmen
SOB Souls On Board

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SOP Standard Operating Procedure(s)

SOTA Shannon Oceanic Transition Area
SP Supplementary Procedures
SPA Operations Requiring Specific Approvals
SPECI Special Report Amending a METAR
SPO Specialised operations
SPOC Search and rescue Point of Contact
SR Vertical Shear
SRA Surveillance Radar Approach
SRE Surveillance Radar Equipment
SRM Structural Repair Manuals
SSA Sector Safe Altitude
SSALF Simplified Short Approach Lighting System with Sequenced
Flashing Lights
SSALR Simplified Short Approach Lighting System with Runway Alignment
Indicator Lights
SSALS Simplified Short Approach Lighting System
SSR Secondary Surveillance Radar
STAR Standard Terminal Arrival Route
STBY Standby
STC Supplemental Type Certificate
STCR Stretcher
STD Scheduled Time of Departure
STD Synthetic Training Devices
STN Station
STOPS Standard Operations
STPD Standard Temperature Pressure Day
STRCH Stretcher
SVC Service
SWC Significant Weather Chart
SWY Stopway
SYS System
T True (bearing)
T/O Take-Off
TA Traffic Advisory (TCAS) or Transition Altitude
TAC Terminal Approach Chart
TACAN UHF tactical Air Navigation Aid
TAF Terminal/Aerodrome Forecast
TAFOR Terminal Aerodrome Forecast in Full
TAR Terminal Area Surveillance Radar
TAS True Air Speed

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TAT Total Air Temperature

TAW Taxi Weight
TAWS Terrain Awareness and Warning System
TBC To Be Confirmed
TBD To Be Determined
TC Technical Crew
TC Type Certificate
TCAS Traffic alert and Collision Avoidance System
TCH Type Certificate Holder
TCH Threshold Crossing Height
TCU Towering Cumulus
TD Technical Department
TDZ Touch Down Zone
TDZE Touch Down Zone Elevation
TEL Telephone
TEMP Temperature
TEMPO Temporarily
TERR Terrain
TET Total Elapsed Time
TF Trip Fuel
TFC Traffic
THR Threshold
THR Thrust
TI Technical Instructions
TI Transport Index
TIP Temperature Indicator Placard
TL Transition Level
TL Traffic Load
TLD Tailored (customized) Pages
TM Training Manager
TMA Terminal Manoeuvring Area
TO Take-off
TOC Top Of Climb
TOC Table of Contents
TOD Top of Descent
TOD Take-Off Distance
TODA Take-Off Distance Available
TOGW Take-off Gross Weight
TOM Thomson Airways
TOR Take-off Run
TORA Take-Off Run Available

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TOW/M Take-off Weight/Mass

T-PED Transmitting Portable Electronic Device
TPM Technical Procedures Manual
TR Type Rating
TRC Type Rating Course
TRE Type Rating Examiner
TRI Type Rating Instructor
TRTO Type Rating Training Organization
TSE Total System Error
TTDM Technical and Training Duty Manager
TTK True Track
T-VASIS Tee Visual Approach Slope Indicator System
TVE Total Vertical Error
TVOR Terminal VOR
TW Tailwind
TWR Tower (Aerodrome Control)
TWY Taxiway
U/S Unserviceable
UAC Upper Area Control Centre
UAR Upper Air Route
UFN Until Further Notice
UHF Ultra High Frequency (300-3000 MHZ)
UIC Upper Information Centre
UIR Upper Flight Information Region
ULD Unit Load Device
UM Unaccompanied Minor
UN Four-digit number for identification of dangerous goods
UN United Nations
UNAD Unaccompanied iNADmissible passenger
UNL Unlimited
UNLKD Unlocked
US Under Supervision
USD US Dollar
USG US Gallons
UTA Upper Control Area
UTC Universal Time Co-ordinated
V/S Vertical Speed
V1 Take-Off Decision Speed
V2 Take-Off Safety Speed
VAR Magnetic Variation
VASIS Visual Approach Slope Indicator System

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VAT Indicated airspeed at the threshold (landing)

VCR Virtual Crew room
VDP Visual Descent Point
VEF Engine Failure Speed
VER One Engine Out En Route Climb Speed
VETO Final T/O Speed
VFR Visual Flight Rules
VGML Vegetarian, No dairy, Meal
VHF Very High Frequency (30-300 MHz)
VIP Very Important Person or ‘VIP class’ passenger
VIS Visibility
VLML Vegetarian with dairy Meal
VMC Visual Meteorological Conditions
VMIN Minimum Operating Speed
VMO Maximum Operating Speed
VNAV Vertical Navigation
VOLMET Meteorological Information For Aeroplane In Flight
VOR VHF Omni-directional Range
VORTAC VOR and TACAN Combination
VR Rotation Speed
VREF Reference Speed
VS Stall Speed
VSO Stall Speed Landing Configuration
VSS Stick Shaker Speed
VT Threshold Speed
VV Vertical Visibility
W/V Wind Velocity
WAAS Wide Area Augmentation System
WAC World Aeronautical Chart
WAGTS Windshear Alert and Guidance System
WAH When Able Higher
WATRS Western Atlantic Route System
WBM Weight and Balance Manual
WCBD Wheel Chair Dry Battery
WCBW Wheel Chair Wet Battery
WCH Wheel chair
WCH C Wheel Chair Carry-on
WCH R Wheel Chair Restricted
WCH S Wheel Chair Steps
WCMP Manually powered Wheelchair
WCP Average Wind Component

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WDM Wiring Diagram Manual

WEF With Effect From
WGS World Geodetic System (WGS-84 is used by GPS)
WHO World Health Organization
WIE With Immediate Effect
WIP Work In Progress
WMO World Meteorological Organization
WO Work Order
WOCL Window of Circadian Low, refer to list of definitions
WPT Waypoint
WRR Work and Rest Time Regulations
WX Weather
WXR Weather Radar
XBAR Crossbar
XPDR / XPNDR Transponder
XW Crosswind
Y Yes
YP Young Passenger
Z Zulu
ZFCG Zero Fuel Center of Gravity
ZFT Zero Flight Time
ZFTT Zero Flight Time Training
ZFW/M Zero Fuel Weight/Mass

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OPERATIONS MANUAL
System of amendment and revision Version 10
0.2.4 Annotation of pages and their effective dates

Pages used in an Operations Manual are only valid if they are mentioned in the List
of Effective Pages. The effective date per page is mentioned with it. Pages or
paragraphs may become invalid, if revised as described in Operations Manual part A
chapter 0.2.7.

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0.2.5 List of effective pages

Chapter 0
Page Date Page Date Page Date Page Date Page Date
1 04 Aug 2014 2 04 Aug 2014 3 04 Aug 2014 4 04 Aug 2014 5 04 Aug 2014
91 04 Aug 2014 92 04 Aug 2014
Chapter 1

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76 04 Aug 2014 77 04 Aug 2014 78 04 Aug 2014
Chapter 2
11 04 Aug 2014 12 04 Aug 2014
Chapter 3
6 04 Aug 2014
Chapter 4
Chapter 5
11 04 Aug 2014 12 04 Aug 2014 13 04 Aug 2014 14 04 Aug 2014
Chapter 6
Chapter 7

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16 04 Aug 2014 17 04 Aug 2014 18 04 Aug 2014
Chapter 8

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196 04 Aug 2014
Chapter 9
36 04 Aug 2014
Chapter 10
36 04 Aug 2014
Chapter 11
16 04 Aug 2014 17 04 Aug 2014 18 04 Aug 2014
Chapter 12

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Chapter 13
Chapter Appendices
136 04 Aug 2014

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0.2.6 Annotation of changes and revision highlights

Any changes to previous versions will be indicated by a vertical revision line.
General Highlights
• Complete revision for EASA compliancy
• Revision number and date modified in header.
• New version nr and date.
Chapter 0
Revised to be compliant with EASA terminology and section structure
• 0.1.1: Authority requirements updated
• 0.1.2: manuals and their description updated
• 0.1.3: List of definitions and abbreviations updated
• 0.2.2: Added OM part A V10 to the record of revisions
• 0.2.4: Explanation about the annotation of pages and their effective dates
added
• 0.2.5: LEP updated to current manual
• 0.2.6: Revision highlights updated
• 0.2.8.1: requirement to keep paper manuals at OCC removed
Chapter 1
• Terminology update
• Quality Manager changed into Compliance monitoring Manger.
• Training manager changed into Crew Training manager.
• For compliance with the regulation, the title Nominated Persons is written
together with Postholders.
• Ground operations manager Dieter Bruneel. Where confusion is possible, the
title “Product Manager” is removed and ‘Ground Operations Manager” is
maintained.
• 1.5.5: For CCM carrying the medical certificate is not required. This certificate
is stored in the personal training file. The text in the table has been modified
accordingly.
Chapter 2
• Information about Safety Management System, Flight data monitoring and
Fatigue Risk Management System moved to Safety Management System
Manual and Management System Manual
• 2.1.3.4: Document storage period updated
• 2.4: “Powers of authority” is updated to be compliant with the EASA
regulations.

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Chapter 3
• New title: Management system instead of Quality system.
• Content completely rewritten
Chapter 4
• Terminology update (e.g. flight crew – FCM, CAM – SEP,…)
• Rank vs function on board (eg. Co-pilot vs First officer) has been specified.
• New: flight crew composition if an authority inspector is part of the crew.
• Restrictions regarding age/medical put moved to a subsection
• F/O relief pilots added to the section
• Limit adjusted after type rating with company experience. Inexperienced FCM
do not need to introduce as inexperienced anymore.
• Old 4.1.5: Recording the crew composition: removed.
• Old 4.1.6.1: Designation of a SCCM: Moved to 4.2
• Reduction of number of ccms during GOPS on the parking stand: order
changed.
• Reduction of the number of CCMs during unforeseen circumstances: Belgian
restriction removed
• Designation of the commander / senior cabin crew member: divided in
subsections
• Chain of command: update of the list
• Line check flights chapter revised
• 4.4: Added scheduling considerations
• 4.5 “Personnel or crew members other than cabin crew in the passenger
compartment”: New paragraph
Chapter 5
• Sections Rating and Operator Conversion Course(OCC) removed
• Requirements specified per rank
• Recurrent requirements specified
• Route and area, aerodrome knowledge and the recency and renewal now re-
ordered
• Route qualification requirements reviewed
• Categorization section updated
• Responsibility of monitoring qualification and recency requirements changed
• LVO section is more detailed
• Added ETOPS recency requirements
• Flight crew minimum requirements changed
• New description: Co-pilot / pilot relieving the co-pilot
• Added Pilot under supervision
• FCM operating on more than one type or variant: referred to OM-D. Switching
within a same flight duty period is allowed if enough time for preparation is
provided.

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• New section: Commanders experience for co-pilots to takeoff and land

• New section: takeoff and landing recency
• New: Validity and recency now in 1 table.
• 5.4 “Training, checking and supervision personnel”: text compressed.
Chapter 6
• 6.1 Alcohol and other intoxicating liquor: Rewritten, period of no alcohol
consuming before duty changed from 10 hours to 8 hours.
• 6.2 Narcotics: ‘washout’ period changed from 24 hours to 12 hours/ not
operate on the same day of the treatment
• 6.3 Drugs: New chapter, split up of the previous “chapter 6.1.2 Narcotics and
drugs” General statement about the use of medical drugs
• 6.5 Anti-depressants: New chapter, general statement about the use of anti-
depressants.
• 6.7 Immunization: chapter rewritten, old ‘6.1.5.2 Quarantine regulations’
removed, subchapters about mandatory and recommended vaccines added.
• 6.8 Deep-water diving: Rewritten, old limitations: do not fly for 24h (below 4m)
/ 12h (any form of diving) changed to 24h (not below 10m) and 48h (below
10m)
• 6.9 Blood/bone marrow donation: Rewritten, time after donation changed from
72h to 48h
• 6.11 Sleep and rest: Expanded
• 6.12 Crew welfare during flight: New chapter
• 6.14 Quarantine regulations: previous a subchapter of Immunization
• 6.15 Precautions in tropical areas: previous ‘6.1.11 Additional precautions’
now only focused on Tropical situations. Chapter about pregnancy removed.
o Tropical diseases
o Malaria
o Amoebic dysentery
o Typhoid and paratyphoid fevers: change from the previous advise not
to fly 48h after inoculation to 36h after inoculation
o Cholera
o Dysentery
o Yellow fever
o Dengue Fever
o Subchapter ‘6.1.11.3 International regulations’ removed
• 6.16 Tropical diseases: text reduced
• 6.18 Ozone: intro removed
• 6.19 Noise and visibility: previuous ‘6.1.11.7 Noise’ rewritten and a sentence
about the use of high visibility jackets added.
• 6.20 Vibrations: Advise about wearing shoes with extra damping added
• 6.21 The effects of laser illumination of aeroplanes: New chapter added about
the effects of “laser attack”, with following subchapters:
o 6.21.1 The effects of exposure to laser beams

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o 6.21.2 Factors affecting lasers in aviation

o 6.21.3 Recommended actions in the event of laser illuminations
• 6.22 Hazardous activities: New chapter to advise CM not to engage in
hazardous activities before duty
• 6.23 Diurnal rhythm: New chapter with advise to respect the humans body’s
diurnal rhythm
• 6.24 Smoke/Fumes: New chapter about the responsibility of the commander
• 6.25 Hydraulic Fluid: New chapter with general information about the dangers
and actions to be taken when in contact with hydraulic fluid.
Chapter 7
• Nil
Chapter 8
Completely rewritten according to the new EASA structure.
• Chapter Flight preparation instructions: The chapter has been completely

revised. A lot of information is removed or replaced to other chapters. Only
procedures related to flight preparation remain.
o Chapter 8.1 Flight preparation instructions - General:
New chapter describing the responsibilities of the commander
before commencing the flight.
o Chapter 8.1.1: Minimum flight altitudes:
IFR minimum altitude: revised to reflect actual operations
Engine failure procedure (drift down / let down) removed as this
was training information and is done by the GOC.
Replaced by a general statement to describe minimum flight
altitudes. Most of the information can be found in OM-C
Titles 8.1.1.1 Minimum altitudes for VFR flights and 8.1.1.2
Minimum altitudes for IFR flights deleted.
o Chapter 8.1.2: Adequacy of aerodromes and routes.(new title,

previous: ‘Criteria for determining the usability of aerodromes’):
Non-flight crew related information removed.
Old 8.1.2.1 General: removed/replaced by short intro;
Old 8.1.2.2, now 8.1.2.1: Aerodrome services: minimum services
for aerodromes have been described. RFFS changed in
accordance with ICAO regulations
Old 8.1.2.3 and 8.1.2.4 removed
Old 8.1.2.5 now 8.1.2.2: Aerodrome categorization (new title,
previous: ‘Aerodrome categorization for flight crew competence’):
Different categories more described.
Old 8.1.2.6, now 8.1.2.3: Selection of alternate aerodromes (new
title, previous ‘Selection of aerodromes’): no change in

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procedure, text has been revised to match exact EASA-OPS

wording.
8.1.2.3: Selection of alternate aerodromes: description of fuel en-
route alternate aerodromes moved to this chapter.
8.1.2.4: Routes and area of operation: New chapter (EASA text).
o Chapter 8.1.3: Aerodrome operating minima: (new title, previous:

Methods for establishing aerodrome operating minima)
No numbering of subchapters
Intro text added for clarification
8.1.3.1: Planning minima: text has been revised to include APV,
LTS CAT I and LTS CAT II.
8.1.3.1: Planning minima: no change in procedure, text has been
revised to match exact EASA-OPS wording.
8.1.3.2: Take-off and landing minima: some text has been
removed as they were procedures for the chart provider..
Chapter rewritten according EASA AIR OPS.
8.1.3.4: Reference to OM-B made
o Chapter 8.1.4: En-route Operating Minima for VFR flights or VFR

portions of a flight:
Table adjusted.
Reference to OM-B made
o Chapter 8.1.5: Presentation and application of aerodrome and enroute

operating minima:
Numbering (8.1.5.1 General and 8.1.5.2 Application of the
minima) removed
Text added that these are presented in LIDO charts.
Text added that in case of CAT IIIb with no DH published but
required, 15 ft shall be used.
Text added that there is no requirement for minima addition in
case of CFDA.
o Chapter 8.1.6: Interpretation of meteorological information

8.1.6.1 Application of aerodrome forecasts (Application
definitions) removed
8.1.6.1 Explanatory material on the decoding of meteorological
forecasts and reports: new intro
8.1.6.2 Interpretation of conditional expressions: Two tables
reduced to one

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o Chapter 8.1.7: Fuel policy (new title, previous: Determination quantities

of fuel, oil and water methanol carried):
No change in procedure, text has been revised to match exact
EASA-OPS regulations.
Explanation of 3% ERA removed
Description of fuel en-route alternate moved to chapter 8.1.2.3
‘selection of alternate aerodromes’
8.1.7.2 Terminology: Some categories moved to its own
subchapter
Subchapter 8.1.7.3 Rewritten and divided over different
subchapters
Most chapters are renumbered, old chapters: 8.1.7.4 Payload
improvement; 8.1.7.5 Fuel recording/logging; 8.1.7.6 Oil
recording/logging; 8.1.7.7 Water methanol; 8.1.7.8 Planned
operating conditions
8.1.7.4 Reduced contingency fuel (RCF) procedure: part from
previous 8.1.7.3, text rewritten
8.1.7.5 Predetermined point (PDP) procedure: part from previous
8.1.7.3, text rewritten
8.1.7.6 Isolated aerodrome procedure: part from previous 8.1.7.3
8.1.7.7 Extra fuel: part from 8.1.7.2
8.1.7.8 Tankering fuel: part from 8.1.7.2, text rewritten
8.1.7.9 Extra company fuel: part from 8.1.7.2
8.1.7.10 Mandatory fuel: part from 8.1.7.2, example deleted
Payload improvement removed
8.1.7.11 Fuel recording / logging: new number, text replaced by
references
Oil recording / logging removed
Water methanol removed
8.1.7.12 Planned operating conditions, new number, text
rewritten
o Chapter 8.1.8: Weight and centre of gravity: (new title, previous: Mass
and centre of gravity)
Training information removed.
No changes in procedure, chapter has been revised to reduce
unnecessary text.
8.1.8.1 General: text reduced
8.1.8.3 Center of gravity: rewritten and moved to 8.1.8.2
Old 8.1.8.4, now 8.1.8.3 Policy for the use of standard weights
(new number, new title, previous: Policy for the use of standard
masses)
Old 8.1.8.5, now 8.1.8.4 Verification of the loadsheet (new
number): subchapter about EDP moved to here

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8.1.8.6 Verifucation of the electronic mass and balance system:

removed
Old 8.1.8.7, now 8.1.8.5 Last minute change procedure (LMC)
(new number)
8.1.8.8 Specific gravity of fuel and oil removed
Old 8.1.8.9, now 8.1.8.6 Free seating (new number, new title,
previous Free seating pilocy) text reduced
o Chapter 8.1.9: ATS flight plan:

Training information removed.
General knowledge removed
Reduced to a description of the responsibilities
o Chapter 8.1.10: Operational flight plan OFP

No changes in procedure, chapter has been revised to reduce
unnecessary text.
Old 8.1.10.1 General, replaced by: 8.1.10.1 Flight crew
responsibilities: new chapter to highlight crew responsibilities
8.1.10.2 Description of the OFP (new title, old: Operational flight
plan / OFP (navigation/ fuel plan)): An example of an OFP with
everything explained
8.1.10.3 STOPS / ETOPS: Description of STOPS / ETOPS
analysis results
Subchapters 8.1.10.3 Flight crew laptop; 8.1.10.4 Flight crew
laptop synchronization tool (2Sync); 8.1.10.5 Skytrack crew
briefing package (CBP) ; 8.1.10.6 Electronic route manual
(eRM): removed
o Chapter 8.1.12: List of documents, forms and additional information to

be carried:
Intro slightly changed
8.1.12.1 Documents to be carried; new title: Aeroplane
documents
8.1.12.2: Flight crew documents / equipment: new chapter
describing what documents and equipment the flight crew is to
carry on board.
8.1.12.3: Cabin crew documents: new chapter describing what
documents the cabin crew is to carry on board.
Old 8.1.12.2, now 8.1.12.4: Manuals to be carried
Old 8.1.12.3, now 8.1.12.5 Additional information and forms to
be carried : text rewritten, unnecessary text removed
8.1.12.6 Loss or theft of documents: new subchapter

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• Chapter 8.2: Ground handling instructions. The chapter has been completely
revised. A lot of information is removed or replaced to other chapters. Only
procedures related to ground handling remain.
o Chapter 8.2.1 Fuelling procedures

Old 8.2.1.2 Forms and delivery receipt: removed
Old 8.2.1.3, now 8.2.1.2 Safety precautions: reduced to the
practices that can be checked by flight crew
Old 8.2.1.4, now 8.2.1.3 Re/defueling procedures with
passengers embarking, on board or disembarking
8.2.1.4 Supervising fuelling operations: new subchapter about
the supervising procedures during re/defuelling while
passengers embarking, on board or disembarking
Old 8.2.1.5, now 8.2.1.6 Re/defueling procedures with wide-cut
fuel: text rewritten
8.2.1.6 Precautions to be taken to avoid mixing fuels: title +
reference to OM-B removed
Old 8.2.1.7, now 8.2.1.5 Fuelling operations with one engine
running (new title, previous: Refuelling with one engine running):
procedure extended
o Chapter 8.2.2 Aeroplane, passenger and cargo handling procedures

related to safety: chapter rewritten
Old 8.2.2.1 and 8.2.2.2 Passenger embarkation and
disembarkation removed
8.2.2.1 Special categories of passengers: new subchapter that
includes old 8.2.2.3 Seat allocations (text rewritten)
8.2.2.3 Special categories of Passengers: new subchapter that
includes Acceptance of an SCP and Passengers with reduced
mobility (PRM) (old 8.2.2.4), text rewritten, categories table in
accordance with IATA phraseology
Old 8.2.2.5 Carriage of disabled and sick people: incorporated in
other chapters.
Old 8.2.2.6 Passengers travelling with leg injuries: incorporated
in other chapters.
Old 8.2.2.7 Carriage of drunken passengers: incorporated in
other chapters.
Old 8.2.2.8 Carriage of musical instruments, diplomatic bags,
etc.: incorporated in other chapters.
Old 8.2.2.9 Use of electronic devices: not related to ground
handling, moved to chapter 8.3.0.
Old 8.2.2.10 Serious passenger illness, injury or death in-flight:
as this is an in-flight procedure, moved to chapter 8.3.0.
Old 8.2.2.11 Seating: removed
Old 8.2.2.12 Unaccompanied minors (UMNR & YP): removed

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Old 8.2.2.13 Pregnant passengers: removed

Old 8.2.2.14 Babies: removed
Old 8.2.2.15 Transport of inadmissible passengers, deportees or
persons in custody: removed
Old 8.2.2.16 , now 8.2.2.4 Permissible size and weight of hand
baggage (new title, previous: Size and weight of hand baggage
(cabin baggage))
Old 8.2.2.17, now 8.2.2.5 Loading and securing of items in the
aeroplane: text rewritten
Old 8.2.2.20, now 8.2.2.6 Positioning of ground support
equipment (new number): text rewritten
Old 8.2.2.21, now 8.2.2.7 Operation of aeroplane doors: text
rewritten
Old 8.2.2.22 Safety on the ramp, now 8.2.2.8 Safety on the
aerodrome: text rewritten, expanded over different subchapters
8.2.2.9 Fire protection and prevention: most of the subchapter
“Safety on the ramp (8.2.2.22)” moved to here
Old 8.2.2.23 Start-up, ramp departure and arrival, now 8.2.2.10
Ramp departure and arrival procedures: text reduced, partly
moved to chapter 8.3.0 as these were flight procedures.
Old 8.2.2.24 Pre- and post flight exterior inspection: moved to
OM part B.
Old 8.2.2.25, now 8.2.2.11 Servicing of aeroplane: text reduced
to toilet, potable water and cabin cleaning
Old 8.2.2.26 Procedures in case of MTOW performance
limitation removed
8.2.2.12 Documents and forms for aeroplane handling: Refering
to OM-A
Old 8.2.2.18, now 8.2.2.13 Special load and classification of load
compartments: rewritten old chapter “Special loads”, several
subchapters removed as these were procedures for ground staff.
Old 8.2.2.19, now 8.2.2.14 Classification of load compartments:
Class E is not applicable
o Chapter 8.2.3 Procedures for the refusal of embarkation: text reduced,

useless information removed
o Chapter 8.2.4 De-icing and anti-icing on the ground

The whole chapter has been revised in accordance with the
latest EASA recommendations
Old subchapters 8.2.4.1 General and 8.2.4.2 Types and effects
of icing and other contaminants on aeroplanes, replaced by
8.2.4.1 Terminology
Old 8.2.4.3, now 8.2.4.2 Fluid types, text replaced by a more
relevant overview of the different fluid types.

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New subchapters: 8.2.4.3 De-icing / anti-icing; 8.2.4.4

Commander’s responsibility; 8.2.4.5 Communication; 8.2.4.6
Holdover time tables
• Chapter 8.3 Flight procedures
o Chapter 8.3.0 General flight procedures

• New chapter with all flight procedures without EASA title
• 8.3.0.2 Sterile flight crew compartment: new chapter with EASA
text
• 8.3.0.3 Assignment of FCM flying duties: new
• 8.3.0.4 Bird strike hazard: new
• 8.3.0.6 Use of portable electronic devices (PED): adopted to
EASA
• 8.3.0.7 Adherence to minimum flight altitudes: new chapter
• 8.3.0.8 Suitability of aerodromes: EASA text
• 8.3.0.9 deviation callouts: revised
• 8.3.0.10 Approach: new
• 8.3.0.11 Serious passenger illness, injury or death inflight: moved
from 8.2.2
o Chapter 8.3.1 VFR / IFR policy

Rewritten in accordance with EASA text
Old 8.3.1.1 General: reduced (moved to 8.3.1)
Old 8.3.1.2 ATC flight plan: removed
Old 8.3.1.3 Visual look-out to be maintained: removed
Old 8.3.1.4 Weather: removed
Old 8.3.1.5 Use of headset and speakers: moved to 8.3.0
Old 8.3.1.6 Airborne communication with the company: moved to
8.3.0
o Chapter 8.3.2 Navigation procedures

Text revised, based on ICAO
8.3.2.2 Conventional navigation: replaces the first subchapters
‘Navigation equipment (old 8.3.2.1)’ and ‘Navigation aids(old
8.3.2.2)’
Old 8.3.2.3 Clean and quiet flight deck: removed
Old 8.3.2.4 Cross check of navigation: removed
Old 8.3.2.5 Deviation call-outs: moved to 8.3.0
8.3.2.3 Performance based navigation (PBN): replaces ‘RNAV
(old 8.3.2.9)’
8.3.2.4 Minimum Navigation Performance Specification (MNPS) /
Oceanic / SLOP: expansion of ‘MNPS and Polar navigation (old
8.3.2.7)’

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Old 8.3.2.8, now 8.3.2.7 Reduced Vertical Separation Minima

(RVSM): rewritten, no change of procedures
Old 8.3.2.6, now 8.3.2.8 Navigation outside the FMC database:
same text
Old 8.3.2.10 In-flight re-planning, now 8.3.2.5
Old 8.3.2.11 Procedures in the event of system degradation, now
8.3.2.6
o Chapter 8.3.3 Altimeter setting procedures

Training info, removed, reference to OM-B
o Chapter 8.3.4 Altitude alerting system procedures

Removed, reference to OM-B
o Chapter 8.3.5 Terrain avoidance procedures

EASA text inserted (including GPWS procedures)
o Chapter 8.3.6 TCAS policy and procedures (new title, previous: Policy
and procedures for the use of TCAS/ACAS)
Text revised in accordance with EASA
o Chapter 8.3.7 Policy and procedures for in-flight fuel management

Rewritten to EASA wording, no change in procedures
Training info was removed
Old 8.3.7.3 Additional conditions for specific procedures, now
‘Reduced contingency fuel (RCF)’: almost the same content
8.3.7.4 Inflight Replanning: new subchapter
Old 8.3.7.4 Low fuel procedure: removed
Old 8.3.7.5 Fuel economy information: removed
o Chapter 8.3.8 Adverse and potentially hazardous atmospheric

conditions
Rewritten, Training info removed, no change in procedures
8.3.8.1 General
Old 8.3.8.1, now 8.3.8.2 Thunderstorms: rewritten
8.3.8.3 Icing conditions
Old 8.3.8.2, now 8.3.8.4 Turbulence: rewritten
Old 8.3.8.3, now 8.3.8.5 Windshear, rewritten
Old 8.3.8.4, now 8.3.8.6 Jet streams: rewritten
Old 8.3.8.5, now 8.3.8.7 Volcanic ash clouds: rewritten
Old 8.3.8.6, now 8.3.8.6 Heavy precipitation: rewritten
Old 8.3.8.7, now 8.3.8.9 Sand storms: rewritten
Old 8.3.8.8, now 8.3.8.10 Mountain waves: rewritten
Old 8.3.8.9, now 8.3.8.11 Significant temperature inversions:
rewritten

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Old 8.3.8.10 Atmosphere contaminated with radioactive materials

and/or toxic chemicals: removed
o Chapter 8.3.9 Wake turbulence

Changed to incorporate A380
Numbering removed
Radio telephony procedures is now Phraseology.
o Chapter 8.3.10 Crew members at their stations – controlled rest

Rewritten, no changes in procedures
Old 8.3.10.1 General: removed
Old 8.3.10.2 Flight crew became 8.3.10.1 FCMs
Old 8.3.10.3 Cabin crew became 8.3.10.2 CCMs
The parts about crew rest (FCM and CCM) are replaced to
8.3.10.3 Controlled rest in the flight crew compartment and
8.3.10.4 Controlled rest in the cabin compartment
o Chapter 8.3.11 Use of seatbelts / restraint devices (new title, previous:

Use of safety belts for crew and passengers):
Changed to EASA regulations
o Chapter 8.3.12: Admission to the flight deck: procedure changed.
o Chapter 8.3.14 Incapacitation of crew members

Text revised, no change in procedures
o Chapter 8.3.15 Cabin safety requirements

Info removed, reference to the SEP manual is made
8.3.15.1 Communications procedures FCM-CCM: removed
o Chapter 8.3.16 Passenger briefing procedures

EASA regulations inserted
Reference ins made to the SEP (Emergencies in flight)
o Chapter 8.3.17 Procedures for aeroplane operated whenever required

cosmic or solar radiation detection equipment in carried - new title
o Chapter 8.3.18 Policy on the use of automation (new title)

text revised
8.3.18.1 Levels of automation: rewritten (expanded)
• Chapter 8.4 Low visibility operations (LVO)

New title
All non-LVO procedures removed
EASA regulations inserted

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o Chapter 8.4.1 Terminology

o Chapter 8.4.2 Aerodrome operating minima: removed
o Chapter 8.4.3 Low visibility procedures
8.4.3.1 General operating rules: removed
8.4.3.2 Aerodrome considerations: removed
8.4.3.3 Training qualifications: removed
8.4.3.4 Minimum equipment: removed
Old 8.4.3.5, now 8.4.2 Operating procedures
o New Chapter 8.4.3 Approach
o Old Chapter 8.4.4 Precision Approach Radar (PAR) removed
o New Chapter 8.4.4 LVO verification flight
• Chapter 8.5 ETOPS

Chapter rewritten
Method to determine ETP removed
ETOPS / MNPS / WATRS checklist removed
• Chapter 8.6 Use of MEL and CDL

ETOPS and autoland procedures removed
Text reduced to the essential
• Chapter 8.8 Oxygen requirements

Chapter revised, aircraft design and MEL items removed
Chapter 9
• Title: Dangerous goods and weapons.
o Chapter 9.1.1.: Policy on transport of dangerous goods.
New chapter. Dangerous goods can only be carried when
approved by the authority, except for certain airworthiness,
catering and cabin supplies.
o Chapter 9.1.2: Definition:
EU-OPS reference doc is replaced by EASA.
o Chapter 9.1.3: Approval:
Chapter rewritten for general and company approvals
o Chapter 9.1.3: Forbidden dangerous goods:
New chapter. State responsibilities were described in old chapter
9.1.3 Exemptions
o Chapter 9.1.5: General Exception:
9.1.5.1: Aeroplane equipment: rewording of text. No change in
procedure.
9.1.5.3: Consumer goods: Chapter summarized.
9.1.5.5: Veterinary Aid: New chapter.
Chapter 9.1.4.1.4 Battery-Powered Electronic Equipment is
removed.

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9.1.5.8: Dangerous Goods acceptable with Operator approval as
checked baggage only
o Wheelchairs or other battery-powered mobility aids with
spillable batteries: chapter summarized. The text that
pilot-in-command must be informed of the location is
replaced to the bottom of the chapter.
o Wheelchairs or other battery-powered mobility aids with
Lithium batteries: chapter summarized.
o Ammunition (cartdridges for weapons): new chapter.
o Security-Type equipment: new chapter.
9.1.5.9: Dangerous Goods acceptable with Operator approval as
carry-on baggage only:
o Lithium ION battery equipment/all spare batteries: new
chapter.
9.1.5.10: Dangerous Goods acceptable without the Operator’s
approval:
o Fuel cell systems and spare fuel cartridges powering
portable electronic devices: additional info provide for the
type of spare fuel cell cartridges.
o Non-infectious Specimens Packed with Small quantities of
Flammable Liquids: chapter removed.
o Internal combustion engines: rewording of text. No
change in procedure.
o Permeation devices: new chapter.
o e-Cigarettes: new chapter.
Dangerous goods acceptable with operator approval acceptable
both as carry-on and checked baggage
o Chapter removed. Portable medical electronic devices,
heat producing articles and Carbon Dioxide, Solid (Dry
Ice).
9.1.5.11: Dangerous Goods forbidden for transport on a
passenger aeroplane: new chapter.
9.1.5.12: hidden dangerous goods: chapter relocated. No
change.
o Chapter 9.1.7: Notification to Commander (NOTOC):
Required info on NOTOC revised. Table for which no NOTOC is
required is removed.
o Chapter 9.1.8: Information to passengers:
chapter reduced to only the info that passengers must be
informed about the dangerous goods conditions.
• Chapter 9.2.: Requirements for acceptance, marking labeling, handling,

stowage and segregation of dangerous goods.
o Chapter 9.2.1 Acceptance

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The phrase that operation control centre must be copied with
dangerous goods document on each flight is removed.
o Chapter 9.2.2: Stowage, Loading and Segregation:
Segregation table notes: No change in procedure, text has been
revised to match IATA DGR.
Loading of magnetized material, live animals, cryogenic liquids
and expandable polymetric beads is removed.
• Chapter 9.3: Procedures for responding to emergency situations.

o 9.3.1 Emergencies.
reference to the ICAO Emergency Response Guide codebook is
added.
o 9.3.2 Emergency Response procedures FCM
Procedure reduced to only related dangerous good items.
o 9.3.5 Required actions after use of Dangeroos Goods Kit
new chapter gives more clarification for reporting
o 9.3.6 Emergency response Guidance
DG code entrance in 2Log is removed
Reference to ICAO Emergency response guide is added. Drill
code table is removed.
• Chapter 9.5: Duties of all personnel involved
o Chapter completely rewritten.
• Chapter 9.6: Instructions on the carriage of the operator’s employees
o Paragraph for cargo aircraft removed
• Chapter 9.7: Carriage of weapons, munitions of war and sporting weapons
o Rewording of text. No procedure change.
Chapter 10
Completely rewritten
• 10.1.5.2: When a prohibited item is found On ground and in flight.
• 10.1.5.3 till 10.1.5.9 included:
o the whole unruly passengers policy,
o change from 3 levels to 4 levels of unruly passengers.
o change of restraining procedure.
• 10.1.5.10: New paragraph concerning DEPO, INAD and persons in lawful
custody.
• 10.1.7: New paragraph concerning inflight security (cockpit access
procedures)
• 10.1.8: BOMB threat has been adapted.
• 10.1.9: Hijack has been adapted.
• 10.1.10: Crew Security has been adapted.
• 10.1.11.1: new paragraph: USA procedures.
• 10.1.11.2: new paragraph: Israel procedures.

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Chapter 11
• Completely revised
Chapter 12
• Nil
Chapter 13
• Completely revised
Chapter Appendices
• A.5: Easybrief package instead of CBP
• A.10.13: ASR is now SR. Procedure rewritten
• A.10.19: “Related to an Air Safety Report” is changed into “Related to a Safety
Report” and “ASR number” is changed into “SR title”.
0.2.7 Temporary revisions

Two types of documents are issued by the company to transmit information in
between formal revisions of the various parts of the operations manual:
• Boeing and Embraer operations manual bulletins: The Boeing and Embraer
companies issue OMB’s to transmit temporary information in between formal
revisions of the FCOM.
• OM-Temporary Revisions (OM-TR)
OM temporary revisions
The lay-out of the OM-TR form is contained in chapter Appendices
Applicability: A Temporary Revision mentions:

• FCM and/or CCM (type of aircraft).
• Relevant part of the OM.
Validity: A Temporary Revision is valid until:

• the information is no longer applicable or
• the information is incorporated in the relevant part of the OM.
Note: If the number of Temporary Revisions per OM exceeds 6 or the validity period
of the Temporary Revisions exceeds 6 months it should be incorporated in the
relevant manual.
Responsibility: The director of flight operations is responsible for the timely issue and
the content of the OM-TR.
Distribution: OM-TR’s are distributed:

• for the FCM on their individual laptop and airplane EFB (if installed).

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• for the CCM in their electronic company mailbox accessible via desktop
computers in the crew rooms or via the internet .
Before every flight,
• FCM must synchronize the individual laptop, read and adhere to new OM-TR’s
• CCM must check the electronic mailbox, read and adhere to new OM-TR’s.
An overview of the active OM-TR’s for (S)CCM is available in the crew room in paper
format.
Record sheet: Each time a new OM-TR is issued, an updated record sheet will be
attached.
Memo’s
Memos contain information not pertinent to the operations manual. A memo can
never change a procedure or a text referred to in the OM.
However, memos contain commercial information, general company information or

reminders/tips.
Responsibility: The director of flight operations is responsible for the timely issue and
the content of memos.
Distribution: Memo’s are distributed:

• for the FCM on their individual laptop and airplane EFB (if installed).
• for the CCM in their electronic company mailbox accessible via desktop
computers in the crew rooms or via the internet .
Before every flight:

• a FCM must synchronize the laptop and read the new memo’s
• a CCM must check his/her electronic mailbox and read the new memo’s.
An overview of the active Memo’s is available in the crew room in paper format.
Record sheet: Each time a new memo is issued, an updated record sheet will be
attached.
Training memo’s
Training memos contain information not pertinent to the operations manual. A memo
can never change a procedure or a text referred to in the OM.
However, training memos contain general company information or reminders/tips.
Responsibility: The director of flight operations and training manager are responsible
for the timely issue and the content of training memos.
Distribution: Memo’s are distributed:

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• for the instructors FCM on their individual laptop and airplane EFB (if
installed).
• for the instructors CCM in their electronic company mailbox accessible via
desktop computers in the crew rooms or via the internet .
Before every flight / training duty:

• an instructor FCM must synchronize the laptop and read the new memo’s
• an instructor CCM must check his/her electronic mailbox and read the new
memo’s.
Record sheet: Each time a new training memo is issued, an updated record sheet will
be attached.
0.2.8 Description of the distribution system
0.2.8.1 Paper copies

This list contains the paper copies which are distributed by the administrative
assistant of the flight operations department with the revisions and amendments
made to this manual.
Master
• Master copy: Director Flight Operations
Belgian Civil Aviation Authorities (BCAA)

• Head of Operations Division
Within the company

• All aircraft (refer to 8.1.12)
• Simulator rooms (only FCOM volume 1, OM B, QRH and Normal checklist).
0.2.8.2 Electronic copies

An up-to-date Operations manual (with all amendments and revisions) is available on
all pilot laptop computers, airplane EFB (if installed) and on the intranet under the
labels “OM A”, “OM B”, “OM C”, “OM D” and “Temporary Revisions” for all FCM and
CCM.
An electronic copy is available at Hannover Ground Operations Center (GOC).
0.2.8.3 Feedback form

Please use the feedback form (refer to Chapter Appendices) to report any comments
on the operations manual (all parts).

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0.2.9 Company NOTAMs

Company NOTAMS will be placed at the beginning of the CBP just before the Chart
NOTAMS.
Initially they will be divided in 6 subparts:

• General
• Aeroplane
• Airport
• Fuel
• Handling
• Overfly
Company NOTAMS will typically contain information of the following type:

• Very short time information affecting flight operation and that needs an
immediate attention of the crew (e.g. the need to check the DOM/DOI after a
Mass and Balance change)
• Very short time information affecting 1 flight or a series of flights or all flights
going to a particular region (e.g. FMS errors that will be corrected with the next
revision)
• Information linked to the departure or destination aerodrome (e.g. handling
agent frequency)
Company NOTAMS are not intended to replace Temporary revisions. A change of

procedure will always be published by a Temporary revision.

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General Page 1-1
ORGANIZATION AND RESPONSIBILITIES 04 Aug 2014
Table of contents Version 10
1 Organization and responsibilities

Table of contents
1 ORGANIZATION AND RESPONSIBILITIES .................................................... 1-1
Table of contents ................................................................................................... 1-1
1.1 Organizational structure .............................................................................. 1-5
1.1.1 General organization ........................................................................... 1-5
1.1.2 Postholders (nominated persons) / Key Personnel ............................. 1-6
1.1.3 Compliance Monitoring department..................................................... 1-7
1.1.4 Flight operations .................................................................................. 1-8
1.1.4.1 General overview ............................................................................. 1-8
1.1.4.2 Fleet Office ....................................................................................... 1-9
1.1.4.3 Training department ....................................................................... 1-11
1.1.4.4 Ops Logistics .................................................................................. 1-12
1.1.4.5 EFB (Class 3) Administration ......................................................... 1-13
1.1.4.6 Crew Scheduling department ......................................................... 1-15
1.1.4.7 Cabin Crew office ........................................................................... 1-16
1.1.5 Safety department ............................................................................. 1-17
1.1.6 Ground operations management / Product management ................ 1-18
1.1.7 Line managers ................................................................................... 1-20
1.1.8 Engineering department .................................................................... 1-21
1.2 Postholders (nominated persons) ............................................................. 1-22
1.2.1 Key persons ....................................................................................... 1-22
1.2.2 Postholders (Nominated Persons) ..................................................... 1-22
1.2.3 Operations staff.................................................................................. 1-22
1.2.4 Training staff ...................................................................................... 1-23
1.3 Responsibilities and duties of operations management personnel .......... 1-23
1.3.1 Accountable manager (AM) ............................................................... 1-23
1.3.2 Compliance Monitoring Manager ....................................................... 1-24
1.3.3 Director flight operations (DFO) ......................................................... 1-25
1.3.4 Technical director .............................................................................. 1-26
1.3.5 Crew Training Manager ..................................................................... 1-28
1.3.6 Ops logistics manager (deputy DFO) ................................................ 1-29
1.3.7 Ground operations manager / Product manager ............................... 1-30
1.3.8 Crew scheduling manager ................................................................. 1-32
1.3.9 Flight ops manager – BCAA communication and manuals (deputy
director flight operations) .................................................................................. 1-33
1.3.10 Network manager (deputy director of flight operations) ................... 1-34
1.3.11 Deputy Crew Training Manager ......................................................... 1-37
1.3.12 Fleet ATQP Manager ......................................................................... 1-38
1.3.13 Fleet office ......................................................................................... 1-38
1.3.13.1 Fleet manager ............................................................................ 1-39

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1.3.13.2 Flight ops manager – BCAA communication and manuals (deputy

director flight operations) .............................................................................. 1-40
1.3.13.3 Network manager (deputy director of flight operations) ............ 1-40
1.3.13.4 Head of Flight Crew Members .................................................... 1-40
1.3.13.5 Fleet office engineering .............................................................. 1-41
1.3.14 Safety manager.................................................................................. 1-42
1.3.15 Pilot representative ............................................................................ 1-43
1.3.16 Security officer ................................................................................... 1-44
1.3.17 Head of IDPS support ........................................................................ 1-44
1.3.18 EFB administrator .............................................................................. 1-45
1.3.19 Cabin crew manager .......................................................................... 1-45
1.3.20 Cabin crew commercial manager ...................................................... 1-47
1.3.21 Cabin crew instructor manager .......................................................... 1-48
1.3.22 Cabin crew projects ........................................................................... 1-49
1.3.23 Coach cabin crew .............................................................................. 1-50
1.3.24 Line training senior cabin crew .......................................................... 1-52
1.3.25 CRM instructor (FCM and CCM) ....................................................... 1-53
1.3.26 Schedule controller (flight crew/cabin crew) ...................................... 1-55
1.3.27 Scheduler (flight crew/cabin crew) ..................................................... 1-56
1.3.28 Line manager (flight crew, cabin crew and ground personnel) ........ 1-58
1.3.29 Operational control centre (OCC) ...................................................... 1-59
1.3.29.1 Head of OCC .............................................................................. 1-60
1.3.29.2 Duty manager ............................................................................. 1-60
1.4 Authority, duties & responsibilities of the commander ............................. 1-63
1.4.1 General .............................................................................................. 1-63
1.5 Duties and responsibilities of crew members other than the commander 1-64
1.5.1 Responsibilities of all crew members ................................................ 1-64
1.5.2 First officer ......................................................................................... 1-65
1.5.3 Senior Cabin Crew Member .............................................................. 1-65
1.5.4 Cabin crew members ......................................................................... 1-66
Passenger service responsibilities ................................................................... 1-66
1.5.5 Task distribution checklists ................................................................ 1-67
1.5.6 Company house rules ........................................................................ 1-70
1.5.6.1 Crew conduct ................................................................................. 1-70
1.5.6.2 Company identity card ................................................................... 1-70
1.5.6.3 Loss of documents ......................................................................... 1-70
1.5.6.4 Leaving the company ..................................................................... 1-71
1.5.6.5 Uniform ........................................................................................... 1-71
1.5.6.6 Post flight socializing area.............................................................. 1-73
1.5.6.7 Hotel ............................................................................................... 1-73
1.5.6.8 At outstation ................................................................................... 1-73
1.5.6.9 Crew trolleys................................................................................... 1-74
1.5.6.10 Crew luggage ............................................................................. 1-74
1.5.6.11 Electronic mail box ..................................................................... 1-74
1.5.6.12 Company e-mail etiquette .......................................................... 1-75
1.5.6.13 Schedule requests ...................................................................... 1-76

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1.5.6.14 Use of mobile phones and social media .................................... 1-78


General Page 1-4

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Organizational structure Version 10
1.1 Organizational structure
1.1.1 General organization

Details of the organization will be published in a “Company structure and procedures
manual”. Below is a general overview with the company structure related to flight
operations.
 Key personnel in italic

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1.1.2 Postholders (nominated persons) / Key Personnel
 Key personnel in italic

 Post holders (Nominated persons) are ultimately responsible to the
accountable manager

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1.1.3 Compliance Monitoring department

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1.1.4 Flight operations
1.1.4.1 General overview
Managers report to the director flight operations at the DFO office (DFO@jetairfly.be)

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1.1.4.2 Fleet Office
Fleet managers report to the director flight operations at the DFO office
(DFO@jetairfly.be)
FCM report operational issues to the fleet office (Fleet@jetairfly.be) or via 2Log CPT
report.

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Fleet office (detailed)

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1.1.4.3 Training department
Instructors report training issues to the Crew Training Manager.

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1.1.4.4 Ops Logistics
The OPS Logistics manager reports to the director flight operations.

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1.1.4.5 EFB (Class 3) Administration
Refer to EFB Procedure and Policy Manual (B787 Class 3) paragraph 3.7
Organization and Workflows for details.

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OCC
The head of OCC is responsible to comply with OM A Chapter 7 and with the
company scheduling guidelines for the part that is applicable to OCC.
The head of OCC report to the OPS logistics manager

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1.1.4.6 Crew Scheduling department
The crew scheduling manager is responsible to comply with OM A Chapter 7 and

with the company scheduling guidelines.
The crew scheduling manager reports to the director flight operations.
The scheduler CCM adapts cabin crew schedule to the requirements of the
schedulers FCM in case of carpool together and/or W together.

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1.1.4.7 Cabin Crew office
Cabin crew managers report to the director flight operations at the DFO office
(DFO@jetairfly.be)
Cabin crew instructors report to the Crew Training Manager.
Cabin crew report to the cabin crew office (coaches@jetairfly.be) or via 2Com.
Cabin crew report training and qualification issues to the cabin crew instructors (see
training department).

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1.1.5 Safety department
The safety manager reports to the accountable manager

However, in the interest of safety (at his best judgment), the safety manager can
report issues directly to the director flight operations or any member of the board.
In the interest of safety, the safety manager monitors and guards the company “Just
culture”.

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1.1.6 Ground operations management / Product

management
The Ground operations manager / Product manager manager reports to the director
of business performance and contracting.
Cabin crew commercial managers report to the Ground operations manager / product
manager and also to the cabin crew office (coaches@jetairfly.be).

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Airport Operations Management (detailed)

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1.1.7 Line managers

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1.1.8 Engineering department

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Postholders (nominated persons) Version 10
1.2 Postholders (nominated persons)
1.2.1 Key persons
Accountable manager
Gunther Hofman
(Deputy: Capt. André Berger)
Compliance Monitoring Manager

Albert Knops
(Deputy: Nicolas Donvil)
Safety manager
Capt. F. Baetens
1.2.2 Postholders (Nominated Persons)
Director flight operations

Capt. André Berger
(Deputy: Dirk Van Cauwenbergh – BCAA communication and manuals)
(Deputy: Capt. Denis Schneidewind – operational issues)
(Deputy: Capt. T. Vaessens – logistic issues)
Crew Training Manager

Capt. F. Smet
(Deputy: Capt. E. Cramers - training planning and follow-up)
Technical director
Geert Somers
(Deputy: Luc Olieslagers)
Ground operations manager / Product manager

Dieter Bruneel
(Deputy: Rogier Polderman)
1.2.3 Operations staff
Security manager Belgium / Morocco (security + ERP)

Danny Rits
(Moroccan security consultant: H. Selhoum)

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Responsibilities and duties of operations
Version 10
management personnel
1.2.4 Training staff

Refer to OM part D.
1.3 Responsibilities and duties of operations

1.3.1 Accountable manager (AM)

The Accountable manager has the overall responsibility for the financial and
executive management of the company. He is responsible towards the board of
directors, the employees, the authorities and the public.
He is member of the management committee and responsible for the execution of

the decisions taken by the board of directors.
His further responsibilities are, but not restricted to:

 defining the company policies and compliance with all laws, rules and
regulations governing air carrier operations
 ensuring that sufficient means are available to maintain the aeroplanes to the
highest standard
 ensuring that sufficient financial means are available to properly train crew and
personnel
 ensuring that the aeroplanes, crew members and passengers are adequately
insured
 that third party liability policies are in operation sufficient to cover the
requirements of the national law
 that a safety program is established that ensures efficient follow up on
incidents and accidents enabling a pro-active safety culture in the company
 that a company wide resource management program is established to foster
efficient, friendly and open communication in all services
In accordance with Air-OPS, the following staff reports directly to the accountable
manager:
 Postholders (nominated persons)
 Compliance Monitoring Manager
 Crew Training Manager
 Safety manager (at his judgment)
General description of the function

The accountable manager has corporate authority to ensure that all operations and
maintenance activities can be financed and carried out to the standard required by

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the Authorities. Further he is responsible that the company product standards are
met during the complete operation.
The accountable manager:

 has the overall responsibility for performing maintenance under national legal
and Air-OPS requirements.
 is responsible for providing adequate maintenance, contractual arrangements
that include adequate installations, material and tools, competent personnel,
properly qualified and in sufficient number in order to perform all the
maintenance in due time.
 has the ultimate responsibility regarding the air operator certificate.
 shall maintain an adequate organisation and notify the authorities as soon as
practicable of any changes to the organisation.
Responsibility of the function

 Conduct all his managerial actions according to the company principles and
missions.
 Be responsible for the planning of routes.
 Be responsible for an economical, efficient, legal and safe operation.
 Be responsible for maintaining the overall product standards.
 Provide such information to his personnel as will enable them to perform their
tasks and responsibilities.
 Ensure correct incident and accident reporting and maintain procedures for
notifying the nearest appropriate authority of any accident by the quickest
available means.
1.3.2 Compliance Monitoring Manager

The Compliance Monitoring Manager reports directly to the accountable manager.
General description of the function

The Compliance Monitoring Manager monitors compliance with and adequacy of
procedures that are required to ensure safe operational practices and airworthy
aeroplane.

 Execution of the quality program of the company as described in the quality
manual and in OM Part A, chapter 3.
 Quality surveillance on the maintenance system, monitoring compliance with
and adequacy of procedures, required to ensure safe operational practices
and airworthy aeroplanes including the contracted maintenance organisation,
to ensure that everything remains in conformity with the applicable Air-OPS
subpart M requirements as laid down in the SEPE

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 Quality surveillance on the operational system, including training of

operational personnel, as contained in the operations manual.
 Proposing corrective action, necessary for eliminating non-compliance and
ensure that these actions are initiated and completed and when, such that
they are efficient and meet their intended purpose.
 Surveillance and treatment of safety reports as provided by the safety
manager.
1.3.3 Director flight operations (DFO)

The director flight operations reports directly to the accountable manager. He is
member of the executive committee and directly responsible for the execution of the
decisions taken by the board of directors. He closely cooperates with and receives
directions from the accountable manager.
The following staff reports directly to the director flight operations:

 Fleet office
 Ops Logistics manager
 Crew scheduling manager
 Crew schedule controllers (FCM and CCM)
 Cabin crew manager
The director flight operations has a preferential relationship with:

 The authority
 Technical director
 Safety manager
 Coaches cabin crew
 Schedule controllers
 Head of OCC

 The director flight operations will ensure safe and efficient conduct of all
flights, in accordance with the regulations of Air-OPS 1, EASA and applicable
local laws and regulations and within the provisions of the AOC.
 Manage the operations personnel while creating a friendly, open and dynamic
environment.
 Ensure the provision of qualified crew members to perform all flights.
 Ensure that all employees are aware of mandatory compliance with the laws,
regulations and procedures as are applicable in all States in which aeroplanes
are operated.
 Ensure that every flight is conducted in accordance with the provisions of the
Operations Manual.

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 Supervise and direct the Fleet office, and the cabin crew manager.
 Monitors and guards a “Just culture” for maximum safety.
 Establish aeroplane specific procedures and regulations.
Authority of the function

The director flight operations has all necessary authorisations to fulfil his function,
amongst others:
 The authorisation, within the budget approved by the board of directors, to
take all measures to attain the described targets set by the board,
 The authorisation to hire, reposition or dismiss personnel, within the limits of
budget and according to the instructions given by the Board of directors,
 Plan resources to accomplish the flight schedule. Communicate to the Crew
Training Manager the crew need, coordinate with the Ops logistics manager,
Fleet office and Cabin crew manager,
 Via the crew scheduling manager, assign a crew for each flight making sure
that each FCM and CCM has the required competence, training, rest and duty
time in accordance with the local authority regulations and Air-OPS,
 Have the suitability of the aerodrome at destination checked by the Fleet office
and ground operations personnel: runway length, opening hours, customs and
immigration,
 Have the Head of OCC (via the Ops logistics manager) request the landing
permission and over flight permits if necessary,
 Direct the fleet manager to check the operational status of the fleet and verify
if every flight is within the capabilities of the assigned aeroplane.
 Have the crew scheduling manager inform the FCM and CCM about the flights
they have to perform,
 Plan with the Ops logistics manager the operational requirements for flight and
crew planning and follow up.
1.3.4 Technical director
Place in organization
The Technical Director is the Air-OPS nominated post holder maintenance and he
reports directly to the accountable manager.
The technical director has a preferential relationship with:

 Director flight operations
 The authority

The technical director has the responsibility to ensure that all maintenance is carried
out in time to the approved standard. his main role is to provide the accountable

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manager, with maintenance expertise and perform the interface between the
company and the contracted AIR 145 organisation(s).
The technical director will:

 assist the accountable manager in performing his function of allocating
resources to maintain the fleet in accordance with approved standards
 establish and evaluate the maintenance policy and program of the aeroplane;
maintenance work planning
 technical follow-up of the fleet in close cooperation with the technical pilot
 manage the relationship with the AIR 145 contractor(s), including the
establishment of the maintenance contract.
 co-ordinate at regular intervals and/or whenever needed with the AIR 145
contracted maintenance station(s) for the maintenance which has to be
performed on the aeroplane.
 monitor inspections due times and take actions on technical complaints.
 verify the log-entries and work reports received from the AIR 145-maintenance
organisation(s). He will keep track on the deferred defect items and take
actions for rectification
 evaluate and incorporate the technical service documentation for necessity of
compliance such as AD's, SB's and SL's. Follow-up on compliance with the
legal requirements
 inform the director flight operations about technical subjects and maintenance
planning, which are of concern for the utilisation of the aeroplane.
 inform the accountable manager about the maintenance planning and the
condition of the fleet.
 contact the authority with relation to his responsibilities and ensure the
approval of the maintenance program by the authority
 ensure that the certificate of airworthiness for each aeroplane remains valid
 provide the required records to the authority to introduce and phase out
aeroplane on the company AOC
 shall ensure that the correct technical incident reporting and maintain
procedures for notifying the authority.

 make all necessary decisions in relation to the aeroplane technical condition to
keep the aeroplane in an airworthy state compatible with the company’s high
standards
 monitor the maintenance work in process on site at the AIR145 contracted
maintenance base
 stop the maintenance work on the fleet whenever necessary
 ground aeroplane whenever necessary for technical reasons

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1.3.5 Crew Training Manager

The Crew Training Manager, member of the fleet office, reports directly to the
accountable manager. He is directly responsible for the execution of the decisions
taken by the executive committee regarding crew and operations personnel training.
He closely cooperates with and receives directions from the director flight operations.
Requirements
Preferably a TRI/TRE with a type-rating on a type of aeroplane operated by the
company. If the Crew Training Manager does not hold a valid TRI/TRE, his deputy
will have these qualifications in accordance with Air-OPS.
The following staff reports directly to the Crew Training Manager:

 Deputy Crew Training Manager
 Fleet manager (training issues)
 FCM instructors
 Cabin crew instructor manager
 Responsible for Cadet pilot program
 Responsible for the long term planning
 Training department administrative personnel ((planning, administrative follow-
up)
Functions, duties and responsibilities

 To set and maintain the highest possible training standards, well above legal
requirements,
 To establish procedures to ensure very safe and efficient training of the
aeroplane operated by or on behalf of the company,
 To minimize training costs by developing advanced and efficient training
programs that are well above minimum legal standards,
 To establish the requirements which the crews and ground operations
personnel have to meet. These requirements shall exceed the minimum legal
standards.
 To establish training and checking syllabi and procedures,
 To check in due time the professional standard and development of the flight
operations personnel, to prescribe additional training if required,
 To integrate safety and commercial training in all training programs for FCM,
CCM and ground operations personnel
 To establish an up-to-date and effective CRM program for FCM, CCM and
ground operations personnel in view of the company-wide resource
management program,
 To propose, check and train the staff ,
 Establish a program for standardization of instructors (FCM and CCM)
 To examine the professional qualifications of new applicants

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 To recommend or discourage the employment of new candidates FCM, CCM

and ground personnel.
 To plan in advance so that all required checks and training are done in time,
 Maintain a record containing details of the licenses held by each of his flight
crewmembers, together with details of the ratings and certificates of test or
competency included in, or associated with those licenses
 Establish training, examination and checking programs for all aeroplane types
employed by the company.
 To establish communications with training providers (subcontractors) to be
able to propose the best possible contracts. Signature of the contracts is the
responsibility of the Board of Directors and the Executive committee.
 Responsible for the issuance, distribution and updating of the Operation
Manual (part D) on behalf of the director flight operations
 To publish directives for the FCM, CCM and ground personnel to implement
the provisions of the operations manual,
 To conduct, on behalf of the director flight operations, test flights after an
aeroplane has undergone defined maintenance, overhaul work, repairs or
adjustments as outlined in the aeroplane’s maintenance program,
 To ensure a excellent communication channels with the authority on all
matters relating to the training or checking of the pilots, cabin crew and
ground personnel
 To be responsible for the ATQP program
1.3.6 Ops logistics manager (deputy DFO)
Function
The Ops logistics manager, member of the fleet office, (specialized in daily flight
operations organization and control) reports directly to the director flight operations.
He closely cooperates with the post holders and the other deputy’s director flight
operations.
Reporting
The following staff reports directly to the Ops logistics manager:
 Head of OCC
 Security manager
 Flight Ops Support agent HOTAC & Travel
 Systems manager (all systems except IDPS)
The Ops logistics manager has a preferential relationship with:

 Crew Training Manager and his deputy
 HR manager

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 Ensure safe and efficient conduct of all flights, in accordance with the
regulations of Air-OPS, EASA and applicable local laws and regulations and
within the provisions of the AOC.
 Manage flight operations resource scheduling
 Manage the tools to calculate number of crew members required in the
company.
 Monitor flight crew selection and training and coordinate with the HR
department for flight crew related matters
 Inform the training department to timely plan the training for new flight crew
 Responsible to timely manage flight crew changes (selection, recruitment and
retirement or end of contract) with regard to the flight crew need of the
company
 Coordinate with the company HR manager to select and recruit operations
ground personnel (for the following departments: scheduling, OCC, training).
 Provide relevant statistics (quarterly) on HR flight crew numbers and planning
 Flight operations project management on behalf of the director flight
operations
 Contract negotiation (FCM) and management on behalf of the director flight
operations
 Manage the 2Com application to communicate with flight and cabin crew.
 Organize crew transportation, hotel accommodation and communication at
outstations

The Ops logistics manager has all necessary authorisations to fulfil his function,
amongst others:
 Manage resources to accomplish the flight schedule. Calculate the crew need
 Plan with the responsible for systems the automation of flight operations and
the electronic flight bag projects
 Write and update procedures for screening of CV’s and selection of flight crew
members
1.3.7 Ground operations manager / Product manager
The ground operations manager / product manager is the AIR-OPS 1 nominated
postholder ground operations and he reports directly to the director of business
performance and contracting. He manages the In-Flight Services, the ground
handling (airport operations in Belgium and Morocco), the uniform department, the
CCM commercial managers of Belgium and Morocco and Paxport.

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Reporting
The following staff reports directly to the The ground operations manager / product
manager:
 Head of in-Flight Services
 Airport Operations Manager
 CCM commercial managers Belgium and Morocco
 Uniform responsible
The ground operations manager has a preferential relationship with:

 Accountable manager
 Flight crew

The ground operations manager / product manager has the responsibility to ensure
that all ground operations pertaining to a flight are carried out in time and to the
approved standard. His main role is to provide the director of business performance
and contracting and the accountable manager with ground operations expertise and
perform the interface between the company and the contracted organisation(s).
The ground operations manager / product manager will:

 organize the ground services required for flight dispatch, flight follow up and
flight data acquisition after the flight
 organize the production and archiving of flight folders and flight related data in
accordance the CAA regulations
 establish the ground handling policy and program
 organize the in flight follow-up of the fleet in cooperation with the Fleet office
 manage the relationship with the ground handling contractor(s), including the
establishment of flight planning and follow up
 coordinate with the cabin crew manager and our parent company the support
for the in flight service and catering
 Coordinate a team and coordinate the tasks of the cabin crew commercial
manager (commercial issues, cabin crew service on board, overall in flight
product, commercial cabin crew training, crew uniform and international
collaboration on in-flight product)

 make all necessary decisions in relation ground operations and dispatch of a
flight
 monitor the ground handling service providers
 ground aeroplane whenever necessary for operational reasons

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 prepare ground handling contracts and participate in the negotiations on

behalf of the accountable manager and the director of business performance
and contracting.
1.3.8 Crew scheduling manager
Function
The crew scheduling manager reports directly to the director flight operations. He
closely cooperates with the other deputy’s director flight operations.
Reporting
The following staff reports directly to the crew scheduling manager:
 Senior schedulers (FCM and CCM)
 Schedulers (FCM and CCM)
 Holiday planner (FCM and CCM)
 Long term planner
The crew scheduling manager has a preferential relationship with:

 Schedule controllers
 Ops Logistics Manager
 Training department
 Head of OCC
 Head of IDPS support and IDPS & Business support officer

 Apply OM A chapter 7 (duty and rest times)
 Apply scheduling guidelines
 Monitor crew fatigue levels using all available means, including fatigue reports
as communicated by the safety department.
 Manage the crew scheduling department and supervise / coordinate with the
OCC and training department
 Manage resources to accomplish the flight schedule.
 Coordinate with Ops logistics manager for the crew need calculation
 Responsible for writing and updating of scheduling guidelines and propose it
to the director flight operations
 Report deviations from OM A immediately to the director flight operations.
 Verify and report on IDPS functionality towards legal requirements
 At first opportunity, report to the director flight operations any deviations from
the scheduling guidelines or changes to published crew leave periods (W,V or
C day).
 Report roster publication to the director flight operations.

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The crew scheduling manager has all necessary authorisations to fulfil his function:
 Manage flight scheduling (long term, medium term and short term)
 Publish the rosters
1.3.9 Flight ops manager – BCAA communication and

manuals (deputy director flight operations)
Function
The deputy director flight operations (specialized in BCAA communication and
manuals) reports directly to the director flight operations. He closely cooperates with
the authority regarding all operational matters.
Reporting
The following staff reports directly to the deputy director flight operations:
 Fleet office
 Technical pilots
The deputy director flight operations has a preferential relationship with:

 The authority
 Ops logistics manager.
 The Crew Training Manager and his deputy
 IT coordinator

 Ensure safe and efficient conduct of all flights, in accordance with the
regulations of Air-OPS and applicable local laws and regulations and within
the provisions of the AOC.
 Manage operational communication towards the authority. Except for the
Postholders (nominated persons), the deputy director flight operations
(specialized in BCAA communication) is the only person authorized to
communicate directly to the authorities in the name of the company.
 Ensure that the OPS Manual is in accordance with the requirements of the
authority.

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are operated.
 For all matters related to the operations manual (and responsibilities towards
the authorities): supervise and direct the deputy Crew Training Manager, the
Fleet office and the cabin crew manager.
 Establish aeroplane specific procedures and regulations.
 Supervise the training programs in accordance with OM part D
 Manage 2Sync application to update the contents on the pilot laptop
 Manage 2Man application to make sure that all publications and training aids
are available to the correct personnel

 The deputy director flight operations has all necessary authorisations to fulfil
his function, amongst others:
 Have the suitability of the aerodrome at destination checked by the Fleet office
and ground operations personnel: runway length, opening hours, customs and
immigration.
 Direct the technical pilot to check the operational status of the fleet and verify
if every flight is within the capabilities of the assigned aeroplane.
 Plan and implement with the IT-managers the operational requirements for
flight and crew technical publications and follow up, including 2Sync and
2Man.
1.3.10 Network manager (deputy director of flight

operations)
Function
The deputy director flight operations (specialized in operations) is part of the Fleet
office as Network manager and reports directly to the director flight operations. He
closely cooperates with the staff for all operational matters and replaces the director
flight operations for all urgent operational matters during his absence.
Reporting
The following staff reports directly to the deputy director flight operations during the
absence of the director flight operations:
 Fleet office
 Technical pilots
 Cabin crew management
 Ground operations manager
 Crew schedule controllers

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The Network manager / deputy director flight operations for operations has a
preferential relationship with:
 Tour operator for its commercial department and network planning
 TUI group airlines
 Head of OCC

 During the absence of the director flight operations, replace him for all urgent
and operational matters.
 The network manager / deputy director flight operations will ensure safe and
efficient conduct of all flights, in accordance with the regulations of Air-OPS
and applicable local laws and regulations and within the provisions of the
AOC.
are operated.
Operations Manual.
 Supervise the training programs in accordance with OM part D, especially if
changes to the planned program are required.
 The network manager is responsible to monitor and direct network
development from the operational side
 Follow upon client, crew and ground handling reports
 Ensure that every flight on the network is conducted in accordance with the
provisions of the operations manual.
 Establish procedures to accommodate ad-hoc flights outside the standard
company network.
 Coordinate changes to OM C as required by changes in the company network
 Responsible to timely manage network changes (new area’s of operations)
regarding technical and local specifications and the required paperwork so as
to be acceptable to the authorities
 Prepare and manage new aeroplane type introduction in the network (e.g.
B787 project). After introduction in the network, a new type of aeroplane is
transferred to the fleet manager.

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 Have the ground personnel request the landing permission and over flight
permits if necessary,
 Direct the ground operations manager to support all flights on the ground,
including flight preparation.
 Direct the route manager to write OM C in accordance with the company
network.
 Define, with the other fleet office members, the operational requirements for
flight planning and crew planning.
 Provide relevant statistics (quarterly) on reports received
 Assist the director flight operations in determining the usability of new
aeroplanes, aerodromes and of new flight area /routes,
 Assist the director flight operations in determining minimum flight altitudes and
for individual aerodromes, the operating minima and the classification for the
commander’s competency

 The deputy director flight operations has all necessary authorisations to fulfil
his function:
o When replacing the director flight operations during his absence, the
deputy director flight operations (OPS) has all the functions and
authority of the director flight operations.
 Direct OCC and GOC (Hannover) to obtain a safe and timely conduct of all
flights.
 At all times: direct the technical pilot to check the operational status of the fleet
and verify if every flight is within the capabilities of the assigned aeroplane.
 Make sure that each FCM and CCM has the required competence, training,
rest & duty time in accordance with national regulations and AIR-OPS,
 Have the suitability for each aeroplane type of the aerodrome at destination
checked: runway length, opening hours, customs and immigration,
 Direct and supervise the route manager, including for OM part C, the charts
and the bulletins
 Direct the departments based on the reports received to improve the
operational status of the network
 Verify new route proposals in function of the planned aeroplane.
 Is the only person authorized, except from the director flight operations and his
deputies, to contact the manufacturer directly for matters concerning any
aeroplane type not (yet) in service at the company. When doing so, he informs
the director flight operations of these communications.
Route manager
The route manager writes the aerodrome procedures (AQB) and the other relevant
chapters in OM part C for maximum possible safety taking into account:
 Local regulations of the route and aerodrome involved

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 Crew qualifications and training

 Aeroplane type specific issues
 Recommendations of the manufacturers
 Recommendations of the TUI group
 Mixed fleet flying / multi variant flying
 Either seat flying for commanders
The route manager:
 Must be current as a pilot and type rated on an aeroplane type in the company
1.3.11 Deputy Crew Training Manager

The deputy Crew Training Manager reports directly to the Crew Training Manager
and the deputy director flight operations. He is directly responsible for the execution
of the decisions taken by the Crew Training Manager regarding crew and operations
personnel training. He closely cooperates with and receives directions from the
deputy director flight operations.
The deputy Crew Training Manager supervises and directs the administrative
personnel of the training department (planning, administrative follow-up)
Requirements
 If the Crew Training Manager does not hold a valid TRI/TRE, his deputy will
have these qualifications in accordance with AIR-OPS 1.
Functions, duties and responsibilities

 To plan in advance so that all required checks and training are done in time,
 To ensure excellent communication channels with the authority on all matters
relating to the training or checking of the pilots, cabin crew and ground
personnel
 To propose, check and train the administration staff of the training department,
 Establish the planning of the training, examination and checking programs for
all aeroplane types employed by the company.
 To integrate safety and commercial training in all training programs for FCM,
CCM and ground operations personnel
 To plan the CRM program for FCM, CCM and ground operations personnel in
view of the company-wide resource management program,
 To minimize training costs by planning efficient training programs that are well
above minimum legal standards,
 Maintain a record containing details of the licenses held by each of the
instructors (FCM and CCM), together with details of the ratings and certificates
of test or competency included in, or associated with those ratings

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 Maintain a record containing details of the licenses held by each of the flight
crew members, together with details of the ratings and certificates of test or
competency included in, or associated with those licenses
 Maintain a record containing details of the qualifications held by each of the
cabin crew members, together with details of the ratings and certificates of test
or competency included in, or associated with those qualifications
1.3.12 Fleet ATQP Manager

For each fleet, a dedicated ATQP responsible (TRI or SFI) has been designated. He
reports to the ATQP manager. The ATQP manager reports directly to the Crew
Training Manager and is responsible for:
 developing the task analysis for the relevant type of aircraft;

 after each recurrent training cycle, presenting the conclusions of the data
collection to the Crew Training Manager;
 proposing training objectives for the next recurrent training cycle, based on the
above mentioned conclusions;
 coordination with the Safety Manager to introduce input from the FDM
programme and the LOSA (Line Operational Safety Audit) programme in the
training programme;
 the timely development of the recurrent training programme and programming
of the Compad module for the recurrent training.
1.3.13 Fleet office

The fleet office has the following members:
 Fleet manager
 Ops Logistics manager (deputy DFO)
 Network manager (deputy DFO)
 Flight ops manager – BCAA communication and manuals (deputy DFO)
 Head of Flight Crew Members
 Fleet manager B787
 Fleet manager E190
 Head of training (TRTO)
 EFB administrator
A member of the fleet office reports directly to the director flight operations.
He is a key member of the operations staff and directly responsible for the execution
of the decisions taken by the director flight operations. Together with the flight
operations engineering, the members of the fleet office establish the fleet policy
regarding flight crew management and fleet technical and operational matters.

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A member of the fleet office has access to the 2Log and IDPS databases to obtain
relevant reports as authorized by the director of operations.
All flight crew members report directly to any member of the fleet office.
1.3.13.1 Fleet manager

The fleet manager, reports directly to the director flight operations
The fleet manager has a preferential relationship with:

 Technical director and engineering manager (via the Flight Ops engineer)
 Head of flight crew members
 Head of OCC

 The fleet manager will ensure safe and efficient conduct of all flights, in
accordance with the national regulations, these of AIR-OPS 1 and applicable
local laws and regulations.
 The fleet manager is responsible to guide each aeroplane type related team
(fleet office assistants) to establish maximum commonality for mixed fleet
flying
 Ensure the provision of qualified crew members to perform the flights.
operations manual.
 Establish aeroplane specific procedures and regulations based on
recommendations from the manufacturer and in coordination with other TUI
group airlines
 Coordinate changes to OM B (and aeroplane specific: FCOM, MEL, DDPG,
bulletins) as written by the Fleet office assistants (Procedures and MEL),
Flight Ops engineer and Performance engineers.
 Responsible to timely manage fleet changes (new aeroplane entering the fleet
or aeroplane leaving the fleet) regarding technical specifications and required
paperwork so as to be acceptable to the authorities.
 Appoint the ATQP, Simulator lesson plan and Line training follow-up
responsible (for each fleet).

The fleet manager has the authorization to:
rest & duty time in accordance with national regulations and AIR-OPS-1,

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 Have the suitability for each aeroplane type of the aerodrome at destination
checked: runway length, opening hours, customs and immigration,
 Direct and supervise the Fleet office assistants and Flight ops engineer for
each aeroplane type.
 Direct and supervise the ATQP, Simulator lesson plan and Line training follow-
up responsible (for each fleet).
 Direct the Flight ops engineer pilot to check the operational status of the fleet
and verify if every flight is within the capabilities of the assigned aeroplane.
 Is the only person authorized, except from the director flight operations and his
deputies, to contact the manufacturer directly on matters concerning an
aeroplane type actually in service. When doing so, he informs the director
flight operations of these communications.
Fleet office assistants

The Fleet Office Assistant for each aeroplane type writes the aeroplane type
procedures in OM part B for maximum possible safety taking into account:
 Recommendations of the manufacturer
 Recommendations of the TUI group
 Mixed fleet flying / multi variant flying
 Either seat flying for commanders
The Fleet Office Assistant:

 Must be current as a pilot and type rated on the particular fleet
 Has access to the manufacturer via its web site only
1.3.13.2 Flight ops manager – BCAA communication and

manuals (deputy director flight operations)
Refer to paragraph 1.3.8
1.3.13.3 Network manager (deputy director of flight

operations)
Refer to paragraph 1.3.11
1.3.13.4 Head of Flight Crew Members

The Head of Flight Crew Members, reports directly to the director flight operations
The Head of Flight Crew Members has a preferential relationship with:

 HR manager
 Crew scheduling Manager
 Line managers FCM

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 Head of TRTO
 Head of OCC
 Head of IDPS support

 The Head of Flight Crew Members will ensure safe and efficient conduct of all
flights, in accordance with the national regulations, these of AIR-OPS 1 and
applicable local laws and regulations.
 Follow up on flight crew reports about social and contractual issues
 Ensure that every flight crew member contractual obligations are correctly
implemented.
 Coordinate and propose changes to the scheduling guidelines to the Crew
Scheduling Manager.
 Inform the HR department about any change in contract status of a flight crew
member
 Organize and follow up on reception, introduction to the company and initial
training of new flight crew members
 Organize and follow up on flight crew performance reviews (to be planned
twice a year for each flight crew member) conducted by the operations staff
 Follow up on training problems of individual flight crew members as reported
by the Crew Training Manager to assess any operational impact
 Write (or instruct to write) and update the vademecum for flight crew
 Define, with the other fleet office members, the operational requirements for
crew planning.
 Manage and report flight crew and cabin crew irregularities. Manage flight
report (flight crew and cabin crew) follow up

The Head of Flight Crew Members has the authorization to:
rest & duty time in accordance with national regulations and AIR-OPS,
 Intervene with scheduling manager, OCC and training planning to correct
mistakes or improve the social life of flight crew members. All such
interventions must be communicated to the director flight operations
 Inform the departments (HR, training, finance, scheduling) based on the
reports received to improve the procedures used
1.3.13.5 Fleet office engineering

The fleet office engineering consists of the fleet office engineer and the performance
engineers. They report directly to the fleet manager and the network manager of the
fleet office.
The tasks of the fleet office engineer are:

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 Manage the publication of the FCOM

 Manage all AFM
 Follow up on all service bulletins and airworthiness directives
 Manage the introduction of new aeroplane
 Manage the fuel savings program and reporting
 Contact the manufacturers (e.g. Boeing)
 Follow up with the maintenance provider (Tec4Jets)
 Follow up on technical findings of the authorities
 Manage the FMC database for all aeroplane
The tasks of the performance engineer are:

 Manage and update TOperf application
 Manage and update MAB-tool application
 Manage and update LAND-tool application
 Manage and verify aeroplane weight reports
 Advise on aeroplane performance issue regarding new routes and
aerodromes in function of engine/airframe combination, operational weights
and restrictions
 Write, update and instruct flight crew performance courses
1.3.14 Safety manager
The safety manager reports routinely to the accountable manager.
At his best judgment, the safety manager reports directly to the director flight
operations or to any board member he deems appropriate in the interest of safety.
A monthly meeting with the Director flight operations will be held to discuss
operations safety issues.

The safety manager is responsible to establish the SMS (Safety Management
System) exceeding AIR-OPS and national CAA minimum requirements. It is
company philosophy to use a pro-active safety program and to foster data collection
and participation of all employees.
The program includes analyzing:

 errors made during recurrent training and checking
 incident reports
 accident reports
 general flight data
The safety manager exchanges safety related data

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 with other airlines

 with the aeroplane manufacturer
 with Air Traffic Control
 with authorities
The safety managers draws conclusions and makes recommendations to the

Compliance Monitoring Manager and to:
 the director flight operations to improve overall operational safety
 the Crew Training Manager to improve training programs
 the ground operations manager
 the technical director

The safety manager has all the authority in accordance with AIR-OPS-1 regulations.
The safety manager guards the company’s “Just culture”.
He has the authority to take necessary steps to obtain safety related data, amongst
other:
 downloading of flight performance data (FDM, QAR, or DFDR)
 conduct an interview of crew and other persons related to a flight or ground
incident in the interest of safety
 after approval as defined in the FDM procedure: identify data (if required)
 presenting safety and operational data to the director flight operations
 fully co-operate with the authorities on safety related issues
The safety manager can not take disciplinary action against flight crew members,
cabin crew members or other personnel. His duty is to collect and present safety
related data and to make recommendations to improve overall safety. He will conduct
safety related research, establish causes and suggest remedial action in a ‘no-blame’
philosophy to enhance open communication.
1.3.15 Pilot representative
Tasks
 provide in-sight to the pilot community in the FDM process
 be part of the FDM team
 help shape the FDM system
The pilot representative

 has a total flying time of at least 2000hrs
 is able to work in full confidentiality
 has the confidence of the pilots.

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 must not currently perform a management or staff pilot function (TRI, TRE,...)
or perform such a duty in the near future.
 signs a confidentiality agreement.
More information on the FDM process can be found in chapter 2
1.3.16 Security officer

The security officer reports to the OPS logistics manager.
The security officer is responsible to the director flight operations to ensure that the
company meets the requirements of the National Aviation Security Program in
Belgium and in all other states were operations take place. He represents the director
flight operations on aviation security matters and is responsible for overseeing
security training. He is also responsible for checking that procedures and legislation
are being applied in accordance with the airline security program.
His duties, responsibilities and functions are:

 to establish, maintain and conduct approved training programs to prevent acts
of unlawful interference
 to minimize the consequences of such events, if they occur,
 to assist the commander and the company following an act of unlawful
interference on board of an aeroplane, in submitting, without delay, a report of
such an act to the director flight operations who will forward it to the
designated authorities
 to ensure that all aeroplanes carry a checklist of the procedure to be followed
for that type of aeroplane in searching for concealed weapons, explosives, or
other dangerous devices.
1.3.17 Head of IDPS support

The Head of IDPS support is responsible for the administration of the IDPS tools.
He reports and cooperates with the director of business performance and logistics to
define the implementation of IDPS tools.
Head of IDPS support

The IDPS administrator develops the tools, part of the TUI group IDPS system,
required for automation of operational tasks such as:
 Crew control
 Flight planning
 Flight scheduling
 Flight documentation
 Flight follow up

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 Integration of 2Log with IDPS

 …
The Head of IDPS support:

 defines the company policy regarding IDPS tools
 prepares the legal reports regarding IDPS for the authorities
 proposes the changes to the IDPS system
 defines and manages the queries that are to be run on the IDPS upon
approval from the accountable manager or the director flight operations.
1.3.18 EFB administrator

The EFB administrator is responsible for the administration of the EFB system within
the company. The EFB administrator is the primary link between the operator and the
EFB suppliers. The EFB administrator reports directly to the director flight operations.
The EFB administrator is the person in overall charge of the EFB system and he is
responsible for ensuring that any hardware conforms to the required specification
and that no unauthorized software as defined by the flight operations department is
installed. He/she will also be responsible for ensuring that only the current version of
the application software and data packages are installed on the EFB system.
The EFB administrator is responsible for the maintenance of EFB system batteries
and should ensure that they are periodically checked and replaced when required.
The role of the EFB administrator is a key factor in the running of the EFB system.
He received appropriate training in the role and has a good working knowledge of the
system hardware and operating system. The EFB system suppliers provide
guidelines to clearly identify, which parts of the system can be accessed and
modified by the EFB administrator and which parts are only accessible by the
supplier. It states clearly which changes and modifications may be further delegated
by the EFB administrator to maintenance and support staff. The EFB administrator
establishes procedures to ensure that these guidelines are strictly adhered to and
that no unauthorized changes take place. The EFB Administrator will also be
responsible for conducting checks and for ensuring that company procedures are
complied with by all personnel. This includes systematic logging, checks against the
procedures and random checks of reports to ensure that any detected errors are
correctly followed up.
1.3.19 Cabin crew manager
Place in organization and reporting

The cabin crew manager reports to: the director flight operations.

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The following staff reports directly to the cabin crew manager:

 Cabin Crew Project responsible
 Coaches
 Cabin crew manager Morocco
 Cabin crew commercial managers
Working together
The cabin crew manager has a preferential relationship with:
 Deputies of the director flight operations
 Cabin crew commercial manager
 Cabin crew instructor manager
 Cabin crew projects
 Safety manager
 Fleet office

The cabin crew manager is responsible for all aspects of the cabin crew duties
related to safety, trainings and evaluations of the cabin crewmembers.
(S)he will:
 prepare communications to the authorities regarding cabin crew matters for
the post holders.
Requirements to execute the function

The cabin crew manager must:
 have an appropriate background of the cabin crew matters
 have experience as senior cabin crewmember
 be a qualified safety instructor
 be an active crewmember for the operator.
Tasks
 Responsible for administrative tasks regarding cabin crew as described in
AIR-OPS.
 Member of the safety committee.
 Preparing communications towards the authorities regarding cabin crew
safety, training and evaluations.
 Writing and maintaining the cabin attendant manual as instructed by the
director flight operations.
 Cooperating with the Crew Training Manager to manage the record keeping
requirements in accordance with AIR-OPS-1 (training records, flight
schedules, cabin reports, …)

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1.3.20 Cabin crew commercial manager
The cabin crew commercial manager reports directly to The ground operations
manager / product manager.
The cabin crew commercial manager is part of the product management team.
He is a key member of the management staff and directly responsible for the
execution of the decisions taken regarding commercial issues, cabin crew service on
board, overall in flight product, commercial cabin crew training, crew uniform (flight
and cabin crew) and international collaboration on inflight product.
The cabin crew commercial manager works in a team that is coordinated by the
ground operations manager / product manager The cabin crew commercial manager
coordinate closely with the cabin crew manager and the cabin crew coaches.
The in flight product includes:

 meal service
 buy on board,
 duty free sales
 in flight entertainment
 in flight advertising
 all other customer service related items on board of an aircraft

The cabin crew commercial manager prepares the company policy regarding cabin
service on board, cabin crew commercial training (under supervision of the cabin
crew instructor manager ), cabin crew social and company commercial matters.
He prepares the company policy regarding in flight service in accordance with the
customer requests as forwarded by the tour operator commercial department.
He will:
 act as a central point of communication regarding cabin crew matters towards
other companies and services (ground operations, commercial, ..)
 coordinate within the group airlines cabin crew service procedures and
uniform
 organize the follow up on the cabin crew flight reports regarding service issues
and report to the cabin crew manager the general results, trends and overview
of these reports.
 act with third parties and service providers to make sure that the correct
services and products are delivered to the aircraft

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 be or become a cabin crew safety instructor at first opportunity when fulfilling

all legal requirements to do so.
Reporting
The cabin crew commercial manager reports to the ground operations manager /
product manager.
The cabin crew commercial manager reports to the cabin crew manager to
coordinate new product introduction.
The cabin crew commercial manager also has a preferential relationship with:
 Director flight operations regarding strategic product changes, long standing
operational issues, new aircraft introduction, fleet planning and requests of the
tour operator that cannot be complied with.
 Cabin crew instructor manager for commercial courses
 Inflight service
 Third party service providers involved in the service on board.
Tasks
 Organizing the highest possible level of passenger service, in respect of the
highest safety standards in accordance with the commercial requirements of
the tour operator.
 Maximize customer satisfaction, revenue on board and minimizing costs while
doing so.
 Define, optimize and streamline cabin crew service procedures.
 Plan and follow up to make sure that all service items are available on the
planned flights.
 Write and maintain SEP chapter 9 on customer service under supervision of
the cabin crew manager. Propose the CCM working methods (in flight service)
to the cabin crew manager.
 Provide the content of the commercial training courses for cabin crew to be
given by cabin crew instructors that are also qualified as safety instructor.
Propose the rules and governance of uniform related matter in accordance
with the company policy. Supervise uniform stock management for flight and
cabin crew.
1.3.21 Cabin crew instructor manager
Place in organization and reporting

The cabin crew commercial manager reports to the Crew Training Manager.and his
deputy
(S)he is a key member of the management staff and directly responsible for the
training of cabin crew and the instructors

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The coaches cabin crew work in team that is coordinated by the cabin crew
management.

The cabin crew instructor manager is responsible for all aspects of the cabin crew
courses including training and supervision of cabin crew instructors (including safety
instructors, CRM instructors, dangerous good instructors, …).
(S)he will:
 prepare and manage cabin crew instructor training
 prepare and manage the content cabin crew courses (the planning of the
courses itself is done by the training department planning, not by the cabin
crew manager)
 prepare and organize the content of the courseware based on the operations
manual and the cabin attendant manual
 follow up on cabin crew qualification cards to make sure that all the
administrative tasks regarding cabin crew training are fulfilled
Working together
The cabin crew instructor manager has a preferential relationship with:
 Cabin crew commercial manager
 Director flight operations and his deputies
 Planner of CCM courses
 Fleet office
Tasks
 Responsible for administrative tasks regarding cabin crew instructor training
as described in AIR-OPS.
 Verify the cabin crew training program (all items) and its planning
 Writing and maintaining the courseware based on the operations manual and
the cabin attendant manual as instructed by the director flight operations.
 Cooperating with the Crew Training Manager to manage the record keeping
requirements in accordance with AIR-OPS (training records, flight schedules,
cabin reports, …)
1.3.22 Cabin crew projects
The responsible for cabin crew projects reports directly to the cabin crew manager.
(S)he is a key member of the operations staff and directly responsible for the

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execution of the decisions taken by the director flight operations as communicated by

the cabin crew manager.
The responsible for cabin crew projects works in team that is coordinated by the
cabin crew manager.
Qualifications
The responsible for cabin crew projects is a SCCM with safety Instructor
qualification (in accordance with CAA requirements) for cabin crew. If not, (s)he is
required to obtain the qualification as safety Instructor soon after appointment, at
the latest within 12 months
Reporting
The responsible for cabin crew projects reports directly to the cabin crew manager.
The responsible for cabin crew projects also has a preferential relationship with:
 HR department
 Fleet office
Tasks
 Responsible for selections of CCM’s (INI’s)
 Responsible for student contracts
 Responsible follow-up of mystery flyers reports and providing feedback
towards cabin crew
 Responsible for dealing with complaints and irregularities
1.3.23 Coach cabin crew
The coach cabin crew reports directly to the cabin crew manager. (S)he is a key
member of the operations staff and directly responsible for the execution of the
decisions taken by the director flight operations as communicated by the cabin crew
management.
The coach cabin crew works in team that is coordinated by the cabin crew manager.

The coach cabin crew prepares the company policy regarding cabin safety and
commercial matters.

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They prepare the company policy regarding in flight service in coordination with the
client’s requirements (commercial or tour operator input) and on behalf of the cabin
crew commercial manager.
Qualifications
A coach cabin crew is a SCCM with safety Instructor qualification (in accordance
with CAA requirements) for cabin crew. If not, (s)he is required to obtain the
qualification as safety Instructor soon after appointment, at the latest within 12
months
Reporting
Cabin crew members report to the coaches cabin crew. Every coach cabin crew
reports directly to the cabin crew manager.
The coach cabin crew also has a preferential relationship with:

 Fleet office
 Schedule controllers cabin crew
 Crew Training Manager and Deputy Crew Training Manager
Tasks
 An individual coach cabin crew can be assigned for specific tasks or area of
responsibility by the director flight operations.
 Supervising and motivating cabin crew members in order to maintain the
highest possible level of safety and passenger service, in accordance with the
company requirements
 Training and checking of cabin crew members in accordance with AIR-OPS
and company rules.
 Act as a role model for CCM (e.g. during flight duties)
 Responsible for administrative tasks described in AIR-OPS. Preparing
communications towards the authorities regarding cabin crew training and
operations.
 Writing and maintaining the cabin attendant manual as instructed by the cabin
crew manager
 Cooperating with the Crew Training Manager and the cabin crew instructor
manager to manage the record keeping requirements in accordance with AIR-
OPS (training records, flight schedules, cabin reports, …)
 Cooperating with the cabin crew manager to define the company policy
regarding CCM duties.
 Propose the CCM workplace and working methods (in flight service definition)
 Fill out the coaches cabin crew log to report activities and decisions taken.

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1.3.24 Line training senior cabin crew
The line training senior cabin crew reports to the cabin crew instructor manager..
(S)He is a member of the operations staff and directly responsible for the execution
of the decisions taken by the cabin crew staff.
The line training senior cabin crew work in team that is coordinated by the cabin crew
manager.

 The line training senior cabin crew verify that the company policy regarding
cabin safety and company commercial matters are strictly followed in daily
operation.
 They verify during ground and flight duties that the company policy regarding
in flight service is in accordance with the client’s requirements.
 They are the first line of communication for all cabin crew.
Qualifications
A line training senior cabin crew is a rated senior cabin crew member. If not, (s)he is
required to obtain the qualification after appointment.
Reporting
Cabin crew members report to the line training senior cabin crew.
Line training senior cabin crew report to the coaches cabin crew and to the cabin
crew management.
Tasks
 Supervising and motivating cabin crew members in order to maintain the
company requirements
 Line training and checking of (senior) cabin crew members in accordance with
company rules.
 Act as a role model for CCM (e.g. during flight duties)
 An individual line training senior cabin crew can be assigned for specific tasks
or area of responsibility by the director flight operations.
 Cooperating with the cabin crew management to define the company policy
regarding CCM duties.
Special tasks
Dedicated line training senior can have special functions such as:

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 Selection (during hiring process)

 Cabin safety instructor duties
 CRM instructor for CCM duties
1.3.25 CRM instructor (FCM and CCM)
The crew resource management instructor for flight crew (CRM instructor FCM)
reports directly to the Crew Training Manager and the deputy Crew Training
Manager.. (S)he is a key member of the operations staff and directly responsible for
the CRM training program for FCM and the joint CRM training program (for FCM and
CCM).
The crew resource management instructor for cabin crew (CRM instructor CCM)
reports to the cabin crew instructor manager. In special circumstances, such as for
joint FCM-CCM issues, the CRM instructor CCM can report directly to the Crew
Training Manager (and the director flight operations). (S)he is a key member of the
operations staff and directly responsible for the CRM training program for CCM.
The CRM instructor works in a team that is coordinated by the Crew Training
Manager. Regular meetings are held with the CRM and other instructors to define
company CRM policy.

The CRM instructor prepares for approval by the Crew Training Manager the
company policy regarding CRM training for FCM and CCM.
Qualifications
A CRM instructor is to be approved (in accordance with CAA requirements) for flight
or cabin crew. Minimum requirements and training are described in OM part D
chapter 2.
Additional instructor qualifications (company requirement)

 The CRM instructor FCM is required to obtain an instructor qualification (SFI
or higher) for flight crew within 48m after appointment as CRM instructor.
 The CRM instructor CCM is required to obtain the qualification as safety
Instructor for cabin crew within 24m after appointment as CRM instructor.
Reporting
The CRM instructor FCM reports to the fleet office for all operational issues and
items regarding company policy. (S)he reports to the Crew Training Manager for all
training issues.

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The CRM instructor CCM reports to the coaches for all operational issues and items
regarding company policy. (S)he reports to the cabin crew instructor manager for all
training issues.
The CRM instructor FCM also has a preferential relationship with:

 Deputy director flight operations
 Safety manager
The CRM instructor CCM also has a preferential relationship with:

 Line training senior cabin crew
 Safety manager
Confidential reports related to CRM must be communicated to the safety officer who
will decide on the best course of action. A CRM instructor is not bound by a
confidentiality clause and (s)he does not manage confidential reports.
Tasks
 Propose a general CRM company policy to the director flight operations.
 Propose a CRM training program to the Crew Training Manager.
 Supervising and motivating crew members in order to maintain the highest
possible level of good CRM practices, keeping in mind the highest possible
level of safety and passenger service.
 CRM training of crew members in accordance with AIR-OPS and company
rules.
 Act as a role model for FCM and CCM (e.g. during flight duties), especially
regarding CRM.
 Elaborate and implement in the shortest delay possible recommendations
made by the safety manager to improve CRM in the company in accordance
with the company policy and collaborating with the rest of the operations staff.
 Write and update CRM courses and CRM markers as instructed by the
director flight operations and the Crew Training Manager.
 Cooperating with the Crew Training Manager and the cabin crew instructor
manager to manage the record keeping requirements in accordance with AIR-
OPS-1 (training records, flight schedules, cabin reports, …).

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1.3.26 Schedule controller (flight crew/cabin crew)
The schedule controllers report to the crew scheduling manager. If deemed
necessary for the continuity of the service, they may report to director flight
operations or his deputy).
(S)he is a member of the operations staff and is directly responsible for the
application the scheduling guidelines and OM A chapter 7 (duty and rest regulations).
The schedule controller flight crew is responsible for the flight crew schedule.
The schedule controller cabin crew is responsible for the cabin crew schedule.

The schedule controller verifies that the company policy regarding scheduling are
strictly followed in planning and in daily operation. This policy is described in detail in
OM A chapter 7. More practical guidelines are available in a separate manual, called
“The scheduling guidelines”.
 (S)he makes proposals to the crew scheduling manager to write and update
the “scheduling guidelines”.
 (S)he verifies that the schedule is in accordance with the safety standards at
all times.
 (S)he verifies that the schedule is in accordance with the crew members
requests (as far as possible).
 (S)he verifies that fatigue is not becoming a safety issue in the schedule of the
crew members.
 (S)he is the first line of communication for all crew regarding all schedule
issues.
Reporting
The schedule controllers report to the director flight operations (or, in case of his
absence, his deputies).
The schedule controller also has a preferential relationship with:

 Crew Training Manager and deputy Crew Training Manager (for all training
issues)
 Crew training planners
 Senior scheduler

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Tasks
 Communicate with the crew members regarding schedule issues
 Supervising and motivating schedulers in order to maintain the highest
possible level of safety and crew service, in accordance with the scheduling
guidelines
 Assure that all rosters are in compliance with OM A chapter 7
 Avoid crew fatigue by controlling the schedule before publication. Follow up on
all crew fatigue reports together with the safety officer
 Supervise and verify the crew need calculations as presented by the senior
scheduler.
 Act as a role model for crew (e.g. during flight duties)
1.3.27 Scheduler (flight crew/cabin crew)
The senior scheduler reports (issues concerning contents of the roster) directly to
the schedule controller (or, in case of his absence, to the director flight operations).
Issues concerning the working of the department are reported directly to the crew
scheduling manager. (S)he is a member of the operations staff and is directly
responsible for the application, during planning, of the scheduling guidelines.
The senior scheduler is responsible for flight and cabin crew schedule and manages
the schedulers.
The scheduler reports (issues concerning contents of the roster) directly to the
senior scheduler and to the schedule controller (or, in case of his absence, to the
director flight operations).
The scheduler flight crew is responsible for the flight crew schedule.
The scheduler cabin crew is responsible for the cabin crew schedule.

The scheduler executes the company policy regarding scheduling during crew
planning. This policy is described in OM A chapter 7 and more in detail in the
“scheduling guidelines”. Safety, this means the avoidance of crew fatigue, must be
observed at all times
The scheduler verifies that the schedule is in accordance with the crew members
requests (as far as possible).
Except via the standard e-mail addresses (excluding private e-mail) a senior
scheduler (or a scheduler) must not communicate to any crew member regarding
schedule issues. This task is strictly the prerogative of the schedule controller.

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Reporting
The scheduler reports to the senior scheduler.
The senior scheduler reports to the schedule controller (issues concerning contents
of the roster). Issues concerning the working of the department are reported directly
to the crew scheduling manager
The (senior) scheduler also has a preferential relationship with:

 Crew Training Manager and deputy Crew Training Manager (for all training
issues)
 Crew training planners
 Head of OCC
 OCC duty managers to coordinate daily and long term planning
Tasks of the senior scheduler

 Manage the team of schedulers
 Verify and report the crew need (FCM and CCM)
 Prepare duty exceedance reports, send these to the administrative assistant
of the director flight operations
Tasks of the scheduler

 Prepare the crew schedule on time and in accordance with the scheduling
guidelines
 Publish the schedule as directed by the schedule controllers
 Establish and maintain roster stability

 Order hotel accommodation (HOTAC) and crew transport (e.g. taxi, aeroplane
tickets, self positioning) in accordance with company policy (defined by the
director flight operations)
 Update the published crew schedule (>72h changes) as defined in the crew
scheduling guidelines and minimizing impact on the crew members (minimum
change of a published roster)
 Assure that all rosters are in compliance with OM A chapter 7
 Report any schedule anomalies (crew member, roster or flight schedule
related)
 Maintain the highest possible level of safety and crew service, in accordance
with the scheduling guidelines
 Avoid crew fatigue by making the best possible schedule before and after
publication

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1.3.28 Line manager (flight crew, cabin crew and ground

personnel)
Structure
There are three line manager teams:
 Line managers flight crew
 Line managers cabin crew
 Line managers ground personnel
The line manager reports to the management. (S)he is directly responsible for
centralizing and communicating all social issues regarding crew (individual issues as
well as general issues).
The line managers flight crew and line managers cabin crew work in a separate
team.. Both teams work together regarding common issues.
The line managers ground personnel work in another team.

Line managers are the first line of communication for all crew and ground personnel
regarding social issues. They adhere to and communicate the company vision to the
crew and ground personnel.
Line managers meetings with management

There are three meetings regularly held between management and the line
managers:
 A meeting with the line managers flight crew
 A meeting with the line managers cabin crew
 A meeting with the line managers ground personnel
All social issues and decisions regarding crew are discussed in the line managers
meetings. Reports of these meetings are available to all crew members and ground
personnel (Zoomfly, 2Com or laptop).
Qualifications
The line manager flight crew and line managers cabin crew are active crew
members. The line managers are chosen to represent the population of the crew and
ground personnel as wide as possible, regarding experience and qualifications.
Reporting
Line managers report to the management and:

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 for the line managers flight crew this includes the fleet management
 for the line managers cabin crew this includes the cabin crew management.
Line managers cabin crew do not intervene on technical, procedural or commercial

issues as described in the operations manual or cabin attendant manual as this is the
task of the operations staff.
Tasks
 Open and transparent communication towards management any social issues.
 Open and transparent communication towards all cabin crew members the
company vision, decisions taken (with the underlying reasons) regarding
social issues affecting cabin crew.
 Individual social issues are to be communicated discretely and only to the
parties involved (including management).
 Motivating crew members and ground personnel in order to maintain the
company requirements.
 Act as a role model for crew (e.g. during flight duties) and ground personnel
 Cooperating with the fleet (FCM) and cabin crew (CCM) management to
advise on the company policy regarding crew social issues.
1.3.29 Operational control centre (OCC)

The OCC is managed by the Head of OCC. He reports directly to the Ops logistics
manager.
The operational control centre (OCC) manages:

 Crew duty rosters for flights taking place until 23:59 on the second day after
day of ops.
 Any delay (and communication in case of delay)
 Flight planning (in cooperation with the GOC)
 Flight watch
 Subcharters (if any) including adhoc sales and acmi/damp lease operations
 Coordination with other services for aeroplane handling, delay, operational
problems a.s.o. This includes any coordination as requested by the
commander.
 Distribution of flight documentation (including aeronautical charts)
 On time sign in (verification) of all crew members
 Coordination with other operators (aso) according to agreed service levels.

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1.3.29.1 Head of OCC
Place in organisation and reporting

The OCC is managed by the Head of OCC. He reports directly to the Ops logistics
manager.
He manages the OCC department and works closely together with the OCC duty
officers/managers.

The Head of OCC is responsible for all aspects of the OCC related to procedures,
flight planning, flight watch and creation of a fully independent dispatch department,
as well as recruitment, training and evaluations of the duty managers. (S)he will
make sure that new procedures are implemented and looks for constant evolution
and improvement. (S)he is also responsible for the international collaboration and
interlink between other departments and airlines.
Tasks
 Ensure that a sufficient number of properly qualified/trained duty managers is
available for the operations.
 Create and keep up to date OCC QRH and OCC Manual
 Create a profound general training plan for duty managers.
 Adapt and create procedures in order to constantly improve daily operations.
 Ensure optimal communication channels between all departments concerned
 Make sure that new procedures are implemented correctly.
 Supervising and motivating duty managers in order to create a close team that
takes the best decisions at all times.
 Create and adapt procedures and ensure implementation in the OCC QRH
and or Manual
 Ensure that training is given to new duty officers
 Inform duty officers/managers of new procedures
 Seek for synergies and work to common procedures with the Daily ops depts
of other airlines in the group with whom JAF has a close relationship.
 Ensure JAF OCC delivers services to 3rd parties as agreed upon.
1.3.29.2 Duty manager
Place in organisation
The duty manager is a duty officer who has followed the complete training. S(h)e is a
key member of the OCC department. (S)he is directly responsible for the good
development of the daily operations. (S)he reports directly to the Head of OCC. In
certain defined cases, a direct report is given to the director flight operations (or his
deputies). - see reporting -

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The duty manager is responsible for the daily operations. Amongst others his/her
duties consist of crew control within the defined 72 hour time window, passenger and
aerodrome handling services, flight watch and follow up, administrative and other
tasks as described in the OCC Manual and or OCC QRH.
Reporting
OCC duty managers report to the director flight operations (or his deputy if he is not
available) when:
 Any situation where a pilot declared Mayday (emergency) or Pan-Pan
(urgency) (Call or SMS immediately)
 Any delay exceeding 3 hours (SMS immediately)
 Any air turn back or diversion other than an extra fuel stop (SMS
immediately)
 Any serious crew anomaly (such as UAC, UAB, late –i.e. less than 5hrs on
beforehand- sickness, accident, not having license/qualification card, any
other reason for which a duty can not be executed) (SMS 0900LT-2200LT
onwards and details are given via e-mail)
 Any significant problem with crew communications (including an impolite
communication from a crew member) via e-mail.
 Any non normal flight plan (e.g. high speed flight plan, significant error in fuel
or route planning/calculation) (via e-mail, with copy of OFP in annex)
 Crew and/or operational irregularities via on-line Daily Ops Report, this report
includes late sign in by crew members until e-Sign is in place and operational
issues resulting in aeroplane swap and delays.
 All received ASR’s (via annex in e-mail)
 Every day at around 09:00LT, an overview of all operational issues
encountered same morning by SMS. If all flights proceeded as planned
without changes (including crew changes), the wording NOSOPS (NOrmal
Standard OPerationS) will be used. When any situation described in the above
bullets occurs after 09h00, an update must be sent by SMS.
When using e-mail, the address is dfo@jetairfly.be
Tasks
The duty managers are responsible for;
 Crew duty rosters for flights taking place until 23:59 on the second day after
day of ops.
 Any delay (and communication in case of delay)
 Flight planning (in cooperation with the GOC)
 Flight watch
 Subcharters (if any) including adhoc sales and acmi/damp lease operations

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 Coordination with other services for aeroplane handling, delay, operational

problems a.s.o. This includes any coordination as requested by the
commander.
 Distribution of flight documentation (including aeronautical charts)
 On time sign in (verification) of all crew members
 Coordination with other operators (aso) according to agreed service levels.
The Duty Managers will follow the procedures as described according the OCC quick
reference handbook (QRH) and OCC Manual and comply with the following;
 Telephone calls reflect the smile of the world of TUI at all times.
 OCC duty managers must never change any crew roster, except if a flight is
not legally manned by the minimum required crew. Only this situation is called
“an operational reason”.
 Last minute “social issues” must be addressed to the schedule controllers first.
If they are not available, the crew member may contact the OCC duty
manager. When this happens, the OCC duty manager reports this event to the
director flight operations (using e-mail or other appropriate means)
 OCC duty managers must not change crew members in training except
when authorized by the Crew Training Manager or his deputy.
 A request by a crew member to exchange flight duties must be addressed to
the schedule controller. OCC duty managers must never swap crew
members except for operational (i.e. not for personal) reasons.
Duty officers or duty managers may never give access of unpublished schedule to
Crew Members.

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Authority, duties & responsibilities of the
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commander
1.4 Authority, duties & responsibilities of the

commander
1.4.1 General
Before every flight duty period, one member of the Flight Crew will be nominated as
Commander (refer to section 4.2).
The Commander:
 must have a good knowledge of the contents of the latest issues of the
applicable sections of the Operations Manual and other applicable regulations
and requirements;
 must ensure that every flight is operated in accordance with the applicable
procedures (and checklists) of the Operations Manual;
 is responsible for the safety of all crew members, passengers and cargo on
board, as soon as he arrives on board, until he leaves the aeroplane at the
end of the flight;
 is responsible for the operation and safety of the aeroplane from the moment
the aeroplane is first ready to move for the purpose of taxing prior to take-off
until the moment it finally comes to rest at the end of flight and the engine(s)
used as primary propulsion units are shut down;
 must in an emergency situation that requires immediate decision and action,
take any action he considers necessary under the circumstances. In such
cases he may deviate from rules, operational procedures, and methods in the
interest of safety;
 has the authority to give all commands he deems necessary for the purpose of
securing the safety of the aeroplane and of persons or property carried
therein;
 Will comply with the laws, regulations and procedures of the States in which
operations are conducted and which are pertinent to the performance of the
duty;
 Must be satisfied that relevant emergency equipment remains easily
accessible for immediate use.
 Shall, within a reasonable time of being requested to do so by a person
authorised by an authority, provide to that person the documentation required
to be carried on board.
Furthermore the Commander has to:

 supervise and give leadership to all crew members both on and off duty.
 maintain a high standard of discipline, conduct and appearance as a senior
representative of the company;
 act as a senior executive of the company at outstations; before taking an
important (or possibly debated) decision at outstation, the commander will try

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Duties and responsibilities of crew members
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other than the commander
to contact the head office or the DFO to coordinate and decide on the best
way of action;
 inform and consult the Operations department in case of delays or other
unforeseen occurrences which may influence the operations and may require
rescheduling or other remedial action;
 make the best effort to ensure the comfort and well being of the passengers;
 keep the passengers fully briefed in case of extended delays and to make
arrangements for their comfort if so required;
 apply the flight crew announcement manual for passenger announcements (at
least in English, preferably in also in Dutch and French if possible)
Additional responsibilities of the Commander that are specific to a certain subject are
contained in the relevant section of the OM.
1.5 Duties and responsibilities of crew members

1.5.1 Responsibilities of all crew members

Each crew member (Flight Crew as well as Cabin Crew):
 must keep personally allotted manuals up to date in case revisions are issued;
 must have a good knowledge of the contents of the latest issues of the
applicable sections of the Operations Manual and must be fully familiar with
any additional instructions issued (e.g. by internal memo);
 must ensure that every flight is operated in accordance with the tasks and
responsibilities allocated to him in the Operations Manual;
 are responsible to the aeroplane Commander and must carry out his
instructions and assist him in securing the safety of the aeroplane and the
persons carried on board;
 is authorized to take any action (s)he considers necessary in the interest of
added safety that requires immediate decision and action;
 must report to the Commander any fault, failure, malfunction or defect which
he believes may affect the airworthiness or safe operation of the aeroplane
including emergency systems and submit a report in accordance with the
reporting procedures specified in the OM;
 shall perform their services to the best of their knowledge and ability and shall
behave in a manner appropriate to the company's instructions and reputation;
 shall maintain a high personal standard of discipline, conduct and personal
appearance as a representative of the Company;
 shall carry during flight duty and courses a valid company and aerodrome ID
card license, passport, certificates of vaccination, visa, etc., if applicable;

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 must inform the operations department before commencing a flight duty of all
details of flights operated as crewmember for operators other than a TUI
operator.
1.5.2 First officer

The first officer:
 shall adhere to the responsibilities for all crew members (section 1.5.1);
 must carry out the duties allocated to him by the Commander;
 must assist the commander in the safe and efficient conduct of the flight;
 must be ready to immediately assume command in the event of the
incapacitation of the Commander;
 must give such advice, information, positive suggestions and assistance to the
Commander, as may contribute towards the safe and efficient conduct of the
flight (applying CRM techniques);
 must seek and receive such information and/or explanation from the
Commander, as may be necessary to enable the First Officer to fulfil his
function.
1.5.3 Senior Cabin Crew Member

The SCCM:
 must adhere to the responsibilities for all crew members (section 1.5.1);
must adhere to the responsibilities for all cabin crew members (section 1.5.4);
 shall give effective leadership to the team of Cabin Crew;
 shall conduct the flight in a safe way with regard to the events taking place in
the cabin of the aeroplane;
 shall maintain an effective communication with the Commander and
immediately inform him in case of cabin safety related issues;
 carry out promptly any orders issued by the Commander;
If the Commander’s orders are contrary to company policy or written
instructions, the SCCM should draw his attention about this, but should
nevertheless comply if he adheres to his decision, in this case however the
SCCM must report this to the Manager of the cabin crew department;
 must ensure that during any phase of the flight, passengers are only seated in
designated passenger seats and/or areas, any deviation must be authorized
by the Commander;
 must report to the Commander any defects of emergency related equipment
(e.g. use of oxygen bottle, defect of crew seat etc.);
 shall coach and/or check the Cabin Crew (CCM & ASCCM).

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1.5.4 Cabin crew members

Each cabin crew member:
 must adhere to the responsibilities for all crew members (section 1.5.1);
 must promptly carry out any orders issued by the commander and/or SCCM;
 must assist the SCCM in the safe and efficient conduct of the flight;
 must report to the SCCM any defects of emergency related equipment (e.g.
use of oxygen bottle, defect of crew seat etc.);
 must be present well on time in case a course is given. If a CCM is late he will
be refused to participate in that course and this will be noted in the crew
reporting system as unauthorized absence;
 is not allowed to participate in any air transport operation, other than
scheduled by the company unless approved in writing by the director flight
operations;
 shall take the updated SEP to each programmed cabin course (safety and
commercial training);
 shall conduct the flight in a SAFE way with regard to the events taking place in
the cabin of the aeroplane;
 shall, if appointed as assistant SCCM (ASCCM) on a flight, support the SCCM
by coordinating CCM duties in the assigned area (e.g. aft section of the
aeroplane) and reporting to the SCCM;
 shall report to the flight crew any observed contamination on wing and/or body
surfaces prior to take-off.
Passenger service responsibilities

Our company envisions vertical integration of the travel experience of our customers.
A safe, reliable, consistent, friendly and attentive service on board of our aeroplane is
an essential part of this vision. Excellent cabin crew members are the key to success.
Therefore each crew member shall:

 project the company quality image towards our customers
(uniform, attitude, conduct, language, smile….);
 make the best effort to ensure the comfort and well being of the passengers;
Furthermore, each cabin crew member shall:
 express himself in the language of the customer (to the best of his abilities)
 perform cabin cleaning duties at outstation;
 provide boarding assistance
 follow the instructions contained in the SEP
In addition, the senior cabin crew member shall:
 be responsible for passenger service on board;
 organize cabin related tasks to have minimum turn around time
and start boarding on time.
 communicate effectively with the ground staff;

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• keep the passengers fully briefed in case of extended delays

and to make arrangements for their comfort if so required.
Additional responsibilities of the S(CCM) that are specific to a certain subject are
contained in the relevant section of the SEP.
1.5.5 Task distribution checklists
Task distribution FCM

Task Commander First Officer
Sign in for duty
Pilot license X X
Fit to fly X X
Company ID card X X
Aerodrome badge X X
Passport (validity >6 months) X X
Visa (if required) X X
Certificate of Vaccination (if required) X X
Company laptop with charged battery and loader X X
GSM (charged battery) X X
Company uniform X X
Sun glasses X X
Second (spare) pair of glasses X X
Knee board for flight plan X
Check company electronic mailbox and read notes X X
Aerodrome and route qualification X
Check crew composition X X
Flight crew room
2Sync (synchronize) X X
Check status of trip kits at dispatch (if applicable) X
Maintenance status of the aeroplane X
Aeroplane rotation (ETA, gate number) X
Slot X
Check number of passengers X
Cabin crew room
Cabin crew flight briefing (weather, flight times, ..) X X
Cabin crew safety review X X
Flight preparation action
Verify weather X X
Verify NOTAMs X X
Verify Flight plan X X
Verify terrain and routing with charts and flight plan X X
Verify and decide on fuel load X X

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Take off alternate (if required) X X
Enroute alternates (if required) X X
Landing alternate(s) X X
Prepare and fill in data cards X
Assign legs for PF-PNF duties X
FCM briefing X X
Take off speeds calculation (may be done on board) X X
Aeroplane preflight (in accordance with OM part B)
Preliminary inspection See OM B
Maintenance status (MEL – CDL) X
Aeroplane documents X X
ATL X
Trip kits / Nav bag X
Verify chart NOTAMs (Navigation documentation trip X X
kit)
Exterior inspection (first assigned flight) See OM B
Coordinate operations with ground staff X
Weight and balance (Load and trim sheet) X X
Cargo documents storage X
Take off speeds calculation X X
Fill in OFP Take off data section X
Take off briefing (if PF) (if PF)
Passenger welcome speech X If assigned by CPT
In flight
Duties as described in OM part B (PF-PNF) X X
ATL (if PF) (if PF)
Company communications (if PM) (if PM)
Post flight
Cargo documents handover X
Greet passengers during disembarkation X If assigned by CPT
Special forms or reports (ASR, Autoland, …) X X
Perform external post flight inspection X
ATL and coordination with maintenance X
Clean flight deck X X
Handover aeroplane to maintenance X
Secure aeroplane if unattended X X
Print 2Log X
Verify & Sign 2Log X X
Consolidate 2Log Verify X
2Sync (synchronize) immediately Verify X
Company electronic mailbox (2Com when available) X X

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Verify completed duty, rest and next duty times X X
(confirm duty roster changes)
Contact fleet office (if required) X X
Task distribution (S)CCM

Task SCCM CCM/ASC
Sign in for duty
Be familiar with the contents of the operation manual X X
and SEP pertaining to all the tasks as cabin crew
member for the aeroplane and flight sector
Company qualification card (verified and valid) X X
Medical certificate and fit to fly X X
Company ID card X X
Aerodrome badge X X
Passport (validity >6 months) X X
Visa (if required) X X
Certificate of Vaccination (if required) X X
Company uniform X X
Check company electronic mailbox and X X
read/memorize notes
Check electronic messages (2COM) X X
Check crew composition X X
Cabin crew room with flight crew
Cabin crew flight briefing (weather, flight times, ..) X X
Cabin crew safety review X X
Flight preparation
Obtain general flight and safety data X
Verify number of passengers X
Verify catering plan X
Verify passenger service X
CCM service briefing X X
Assign CCM duties X
Aeroplane preflight (in accordance with SEP)
Cabin technical log (CTL) X
Safety inspection X X
Security inspection X X
Service inspection (catering, galley, …) X X
Boarding assistance (as required, e.g. at BRU) X
Passenger assistance during boarding X X
Head count (as required) X X

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Task SCCM CCM/ASC

In flight
Duties as described in SEP and service manuals X X
Safety review before take off and landing X X
Cabin technical log X
Communications with FCM (safety, security) X
Communications with FCM (as required) X X
Post flight
Special forms or reports (passenger safety, security X
Cabin technical log, coordinate with FCM X
Clean cabin at outstation X X
Secure aeroplane if unattended X X
Check electronic messages (2Com) X X
Verify completed duty, rest and next duty times X X
(confirm duty roster changes)
Contact coach cabin crew (if required) X X
1.5.6 Company house rules

The following house rules are applicable to all crew members
1.5.6.1 Crew conduct

Crew members will act in a disciplined way, convey an atmosphere of safety and
assurance and show a helpful attitude towards the passengers and the public in
general.
Problems will be treated as “opportunities to improve” the situation. Crew members
will solve problems immediately and then report to the SCCM, commander or
management (as required).
1.5.6.2 Company identity card

At the beginning of employment an identity card is issued. This identity card shows
the holder to be an employee of the company. This identity card is to be displayed
when at outstation (air side) and when required by local regulations.
1.5.6.3 Loss of documents

The loss of the company identity card (or of any other personal company document)
must be reported immediately to the administrative assistant of the DFO. An official
declaration must be made if requested or if identification documents/badges/access
cards have been lost.

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1.5.6.4 Leaving the company

When leaving the company at the end of a contract (and even for a break of 6
months or more while still under contract, such as for a leave without pay) all
documents which have been provided by the company must be returned
immediately. This includes the OM (all parts), the company badge, the laptop (if
provided with), the uniform and all other company material.
1.5.6.5 Uniform
The uniform portrays the image of the company and identifies the wearer as
representative of the company.
Unauthorized alterations of the uniform are not permitted. Non-uniform items of

clothing must not be visible when worn with the uniform. Each crew member is
responsible for laundry and dry-cleaning.
Wearing the uniform - or parts of it - is only allowed:
 during flight duty
 on the way from and to the flight duty
 on positioning or training flights
 in other cases: with permission of the director flight operations
In the following cases, wearing the uniform is allowed but not mandatory:
 training flights (such as base training);
 test flights;
 positioning flights within the boundaries of Belgium without clients and without
cabin crew;
 positioning flights on a third carrier (not Jetairfly);
 with permission of the director flight operations.
Note: on positioning flights on our own airline the wearing of the uniform is always
mandatory for flights to and from Morocco.
Wearing the uniform in bars, nightclubs, or dance halls is strictly prohibited.
The uniform will be worn in perfect condition when checking in and out (of the hotel)
at outstation when departing for or arriving from duty as an active crew member
The uniform must be clean and in good condition. The jacket or coat must be
buttoned up. The tie shall be worn with the knot tight around the neck and no loose
buttons on the shirt, including the one behind the tie. For unforeseen night stops the
crew member should have spare clothes or the opportunity to clean the uniform.
When in a hot climate, the commander can decide for the crew not to wear the
jacket. It is recommended (but not mandatory) that the whole crew does not wear the
jacket in that case.

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Only the standard company crew hand luggage (trolley) may be carried in the cabin.
Alcohol - cigarettes
Smoking is not permitted when wearing the uniform.

Drinking of alcohol is not permitted when wearing the uniform.
The non-smoking rule includes crew members wearing the uniform at outstation.
Smoking in uniform is only allowed after the flight and then only in the smoking
area on the 5th floor.
Shaving
TUI has a policy that requires you to either be shaven (preferred) or to wear a
trimmed beard.
In-flight
When visible to passengers and in all phases of flight other than cruise, your uniform
must be immaculate.
In cruise (after top of climb and before top of descent), with the flight deck door
closed, it allowed to remove the tie and loosen up for comfort. Shoes shall be worn at
all times; this is a safety item, to protect the feet.
When being relieved or during rest time when invisible to the passengers is it allowed
to loosen up.
Simulator sessions
For a simulator session, we have no requirement to wear a uniform. It is a custom to
wear comfortable clothing during training.
For a check (LPC/OPC) a nice outfit with a tie is appreciated but not required.
Positioning
When JAF crew members are positioning in uniform the crew of other airlines may
ask you to remove any rank status (stripes) to avoid confusion.
When non-JAF crew members are positioning it must be clear at first glance that their
uniform is substantially different and that they are not on active duty. If in doubt, the
commander may ask them to remove key uniform items. Jetairfly suggests asking to
remove their rank status (stripes).

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1.5.6.6 Post flight socializing area

After the flight, the crew can gather for a get-together where drinking of small
amounts of alcohol is permitted in the dedicated place only, as defined by the
company. Smoking after the flight is allowed in another dedicated place only. These
places are isolated from the public. Consumption of alcohol after the flight is tolerated
only if compatible with legal requirements, including for driving and flying (verify your
next duty).
Non compliance with no smoking and/or no drinking rule will result in immediate
grounding of the crew member (as decided by the director flight operations).
1.5.6.7 Hotel
At outstation, the company will provide the crew member with a room and breakfast.
Additional services are at the expense of the crew member.
1.5.6.8 At outstation
When recognizable to our clients, the crew member will project friendliness, quality
and decency in accordance with the company image.
During turn around, both FCM will switch the mobile phones on immediately after
performing the “Shut down” checklist to receive update information about the return
flight.
Mobile phones of the FCM need to be switched OFF (or set in “flight mode” ) at the
latest when completing the “Before start” checklist.
Trip at outstation
A crew member at outstation (hotel paid by the company) has to be contactable for a
safety message or a schedule change and shall not leave the hotel longer than 5
hours.
To leave the hotel for longer than 5 hours, the crew member must inform the
commander (if not available, the line of command will be respected), stating
place/timing of the intended journey and be contactable at short notice (within 30
minutes). Non observance of this rule will have severe consequences.
If a crew member remains outside the crew hotel:

 < 5 hours: Inform the commander if possible
 >5 hours prior authorization from the commander shall be obtained.
If a crew member is unable to be ready for a flight at the hotel within 8hrs:
 prior company authorization shall be obtained through DFO@jetairfly.be .
To leave the country (i.e. to cross a state boundary) irrespective of timing:
 prior company authorization shall be obtained through DFO@jetairfly.be .

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During the hurricane season at the outstation (July-December), the crew member
shall be prepared (extra clothes, safety, crew communication, risk assessment, …)
Conduct code
Behaviour that may disturb or upset other persons (e.g. guests in the hotel) is not
acceptable. Local and cultural differences or habits must be respected at all times.
Dress code
Casual dress in accordance to local regulations and culture is suggested. Swimming
gear must be in accordance with local habits and regulations (e.g. hotel regulations).
1.5.6.9 Crew trolleys

Cabin crew trolleys must be in perfect state and must not have the small crew
luggage security label.
In the cabin, the trolley must be locked to avoid being tampered with.
1.5.6.10 Crew luggage

Only personal luggage will be considered as crew luggage. Only Lockable hard
case suitcases shall be used (to avoid being tampered with) and must carry a
company crew label identifying it. The luggage shall be transported in the cargo hold
and must be locked at all times.
1.5.6.11 Electronic mail box

The company uses a dedicated electronic messaging system (2Com) to inform crew
members. Computers to access this system are in the sign in area, but it can also be
accessed via the internet. It is labelled “2Com” and it is available on the company
“Extranet”. Revisions and amendments of the company manuals may also be
distributed via the electronic mail box or via OCC.
Cabin crew must check for these electronic messages:

 when signing-in, for information concerning the flight
 when signing-out
Every crew member that has an e-mail address can forward this address to use it for
company related messages. Electronic company information will then reach the crew
member via this e-mail address.
This e-mail address should be verified at least once a week.

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Amendments to the operations manual will not be distributed using e-mail only,
however e-mail can be used to give advance notice of upcoming operational
changes.
1.5.6.12 Company e-mail etiquette

When writing an e-mail, observe the following guidelines.
Format:
 Use correct language (do not use the abbreviations as used when sending a
SMS or chatting)
 An e-mail should not be longer than a single screen
 One e-mail per subject
 When discussing several subjects, use several short e-mails
 Always use a correct description in the subject line
Content:
 If you use reply, delete previous content as much as possible so that only the
main items remain for quick reference
 Do not congratulate/motivate a person using “Reply to all”, as all the other
persons do not need to see this mail (delete them from the list)
 Never suppose an important e-mail has been read. Verify by phone or
personal contact for all important and urgent issues
 Do not give negative feedback via e-mail. Use phone or -much better-
personal contact if negative feedback is to be given
 So called “flaming” is not tolerated
 An e-mail never “solves” a problem. It can only describe it and suggest a
possible solution. Implementing a solution can not be via e-mail.
Addressees:
 Only send e-mails to the persons you should report (the concerned issue) to.
Refer to this OM Part A to see who to report to
 Only send the e-mail to the concerned person (or e-mail address). Do not
send a CC to colleagues or other personnel (except if these persons are
directly concerned)
 Never send an e-mail to a person with his superior in CC. If you want to report
to the superior and this in accordance with OM part A, do so, but do not put
pressure on the concerned person by putting his superior in CC
 If you are a crew or operations staff member, do not use BCC to address other
persons (our company policy is to be open and transparent)
 BCC will be used by administrative personnel for company group mails to
avoid having personal e-mail addresses in public

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Version 10
 When addressing a group of persons, use company group addresses

whenever possible. Keep group mails to a minimum
1.5.6.13 Schedule requests

Procedure for schedule request
Requests can only be done by 2Com for CCM (e-mail is only allowed for FCM)
using the standard e-mail (see below). A crew member must never contact a
scheduler, neither in person nor by telephone. A crew member should only call the
schedule controller.
Requests by CCM via e-mail or any other means bypassing 2Com will be ignored.
Requests can be made up to 4 months in advance. For exceptional reasons

(healthcare, own marriage, …) this period can be extended.
All requests must be made at the latest nearly 36 days in advance, namely:
 Before the 15th of month for requests from the 21st of next month and
onwards.
 Before the end of month for requests from the 6th of the month after next
month (X+2) and onwards.
Requests after this date will be treated as “late request” and will probably not be
granted.
Standard request phraseology:
CCM
Use 2Com for CCM requests
 Day –off request: 3-letter code followed by the date (dd-mmm-yyyy) followed
by DO.
E.g.: ABC 25-Mar-2007 DO
 Flight request: 3-letter code followed by the date (dd-mmm-yyyy) followed by
destination and flight number.
E.g.: DEF 25-Mar-2007 MIR JAF2461
Long texts must be avoided. Requests hidden in a long text will not be heeded.
FCM
Use E-mail to cockpitschedule@jetairfly.be for FCM requests
 In subject : crewrequest - 3 letter code - month
 In text : JAF 1234 – destination – date or DO – date
E.g.: subject : crewrequest ABC March, text : JAF 113 TFS 5th May 2009
subject : crewrequest DEF September ; text : DO 10-11th September 2009

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It’s important to stick to the correct format in subject and to mention the month in
English, as schedulers and schedule controllers will automatically filter these emails
into their correct folder. Do not make multiple requests in one email.
Incorrect emails might not be treated. Long texts must be avoided. Requests hidden
in a long text will not be heeded.
Schedulers are responsible for the schedule from H+72hrs onwards under the
supervision of the schedule controllers.
Never send an e-mail with a request to the personal address of the scheduler or
schedule controller.
A request made by telephone or personal visit only must not be granted.
OCC must not, in any case, handle crew requests. Always refer them to the above e-
mail addresses, or for urgent matters, to the schedule controllers or DFO.
The fleet office and the cabin crew management will never handle crew requests.
If a crew member has a remark, he must send the remarks to

 schedremark@jetairfly.be
for remarks on published or changed rosters (FCM and CCM) via e-mail or 2Com.
All remarks will be answered within 3 working days (weekdays), if not, the crew
member can forward the remark directly to dfo@jetairfly.be or call the director of
operations (or his deputy) in person.
Unacceptable requests
Requests will not be granted if it includes:
 An incompatibility with OM A chapter 7, rest and duty times.
 More than 1 long haul rotation
 Request to group more than 3 “C” days (this must be made with annual leave
request)
 Request to delay assignment of “C” days after the original date has passed
 Request to add weekend “W” days to planned annual leave “V” days (because
the annual leave already includes all the weekends for that period)
 More than 3 days off
 More than 1 official holiday off
 More than 3 crew members on the same flight (request to do a flight together).
So called “party flights” where all or a majority of the crew members request
the same flight, will never be granted
Christmas and New Year’s Eve

Christmas and New Years Eve will be covered by separate requests. A crew member
has to forward his preference before Oct 15th of each year via 2Com or a form which

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Version 10
can be obtained at OCC. Either, but not both days will be granted. When all flights
are covered, the most senior crew members (see list) will be granted both days off if
requested.
Coordination of rosters
Crew members who wish to request coordination of rosters can send an e-mail to
their scheduling controllers. Coordination of rosters can only be requested with 1
other crew member.
1.5.6.14 Use of mobile phones and social media

The use of personal mobile devices is prohibited at any time that it interferes with the
crew tasks (e.g. Flight preparation, briefing, ....) or when it disturbs colleagues at
work (e.g. inappropriate or loud mobile conversation in the crew room or during
positioning).
Mobile devices of the (S)CCM must be off from start of boarding till end of
deboarding.
Mobile devices of the FCM must be off from blocks off till blocks on. The commander
must switch on his mobile phone at outstation after the shut down checklist for the
company and GOC to be able to contact him.
Posting on social media by crew of material related to the company (or to colleagues)
is only allowed after mutual consent and if the material is in line with the company
vision and objectives.

General Page 2-1
SUPERVISION AND CONTROL 04 Aug 2014
2 Supervision and control

Table of contents
2 SUPERVISION AND CONTROL ....................................................................... 2-1
2.1 Supervision of the operation by the operator .............................................. 2-3
2.1.1 Licence and qualification validity ......................................................... 2-3
2.1.1.1 Qualification for employment ........................................................... 2-3
2.1.1.2 Training / examination / licenses ...................................................... 2-4
2.1.2 Competence of operations personnel.................................................. 2-4
2.1.3 Control, analysis and storage of records, flight documents and data 2-5
2.1.3.1 Documents used for the preparation and execution of the flight .... 2-5
2.1.3.2 Reports ............................................................................................. 2-6
2.1.3.3 Analysis and retention of documents and records, quality control of
EDP 2-6
2.1.3.4 Documents storage periods (record-keeping) ................................. 2-7
2.2 System of promulgation of additional operational instructions and
information ............................................................................................................. 2-9
2.3 Operational control .................................................................................... 2-10
2.4 Powers of authority ................................................................................... 2-10

General Page 2-2

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Supervision of the operation by the operator Version 10
2.1 Supervision of the operation by the operator

The legal requirements are based upon the overriding aspect of safety. They address
extremely important components of quality control (see OM Part A chapter 3). To
supervise, control and improve operations is in the direct interest of the company's.
The company applies and promotes a “just culture” as defined by international safety
organizations.
2.1.1 Licence and qualification validity

Each license entitles its holder to exercise his authority and execute his
responsibilities based upon such license. The license holder is, for revalidation, in
due time trained and examined by the company, by the authority, or by approved
third parties, as prescribed.
The department managers shall designate a section of their department as

responsible for the scheduling of licensed personnel for training, checks and
ascertaining that revalidation of each license occurs before expiry.
The final responsibility for retaining a valid license rests with its holder.
For crew members, the training department shall ensure that all required checks and
training are conducted in due time.
It is the responsibility of the crew member to notify the company immediately if he

does not hold appropriate qualification. This principle is also valid for all other license
holding personnel, other than crew members, who are required to hold defined
qualification(s) in addition to their licenses.
2.1.1.1 Qualification for employment

The technical director, the ground operations manager and the director of flight
operations have defined (as specified in OM Part A chapter 5), for each type of
position in their respective departments, a set of qualifications which must be met by
the respective applicants for employment.
The department managers shall from time to time address these qualification
requirements, have them re-evaluated and, where found necessary, have them
changed.
For qualification requirements of operations personnel refer to OM Part A chapter 5.

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2.1.1.2 Training / examination / licenses

The department managers and crew training manager lay down the content and the
extent of company training to be conducted for each position.
Whenever legal provisions or the special responsibilities of a position necessitate an

examination (prior to which a holder may exercise his authority and execute
responsibilities only under supervision of a fully qualified person), the department
manager defines the contents and extent of the examination and the minimum
requirements for passing. For particulars refer to OM Part A chapter 5.
Not only must legal requirements and subsequent changes be applied, but the more
stringent company criteria must also be met. The director of flight operations shall
approve all changes.
2.1.2 Competence of operations personnel

All employees and crew members shall comply with the laws, regulations and
procedures of those states in which operations are conducted and which are
pertinent to the performance of their duties.
Tools for monitoring competence are:

• Flight crew: check and training flights, route and line checks, simulator
training, ad-hoc inspection flights by the director of flight operations, the crew
training manager, the TRI’s and LTC’s;
• Cabin crew: check and training flights, ground training and checks, ad-hoc
inspection flights by the director of flight operations, the crew training
manager, the manager cabin crew and coaches cabin crew (acting as safety
Instructor) and other persons as requested by the company;
• Ground personnel: ad-hoc assessment of performance by supervisory staff
during a normal tour of duty;
• Collecting and assessing occurrence reports (in cases of high safety
relevance, personnel who would otherwise become subject to disciplinary
action shall be encouraged to write anonymous reports) and passenger
complaints.
• Supervisory staff: The number of supervisors to be appointed is dependent
upon the number of staff employed. As far as crew members are concerned,
any flying commitments shall be arranged so that they can discharge their
supervisory responsibilities.
Whenever progress is insufficient or when the prescribed checks/examinations have

been failed twice, the individual case shall be referred to the crew training manager,
who will propose further action to the director of flight operations. More details are
available in OM part A, Chapter 5.

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Tools for maintaining and improving proficiency are:

• the system of promulgating operational instructions; and
• safety programs;
• in individual cases, re-training as determined by supervisory staff;
• ad hoc inspections by the authorities;
• Pilot Mentoring Program.
Pilot Mentoring Program

The Pilot Mentoring Program is intended for pilots showing a particular area for
improvement in their functioning. These areas for improvement can be in various
domains such as in knowledge, stick and rudder skills, non technical skills and
professional behavior or instructional skills.
These areas for improvement may be reported through training forms, failure of
checks, observations by staff members and consistent reports of inappropriate
behavior. Further a pilot may request him/herself to be included into the Pilot
Mentoring Program.
A delegation of the staff pilots from DFO, Fleet Office and the Postholder Crew
Training will decide to include a particular pilot into the Pilot Mentoring Program. This
group of pilots is called the Pilot Mentoring Staff.
Detailed information about the procedure can be found in OM part D.
2.1.3 Control, analysis and storage of records, flight

documents and data
2.1.3.1 Documents used for the preparation and

execution of the flight
Legal provisions prescribe the carriage, on each flight, of the following:
• operational flight plan;
• aeroplane technical log;
• electronic journey log;
• the filed ATS flight plan;
• appropriate NOTAM/AIS briefing documentation;
• appropriate meteorological information;
• mass and balance documentation;
• notification of special categories of passengers such as security personnel, if
not considered as crew, handicapped persons, inadmissible passengers,
deportees and persons in custody;
• notification of special loads including permissible dangerous goods and written
information as prescribed by OM Part A chapter 9;
• current maps and charts and associated documents;

General Page 2-6
• any other documentation which may be required by the states concerned with
this flight, such as cargo manifest, passenger manifest, etc.; and
• forms to comply with the reporting requirements of the Authority and the
operator as described in OM Part A chapter 11.
These documents are essential for the safe conduct of the flight. By examining and
then signing the papers or downloading these on his laptop computer the
commander certifies that he is satisfied that the preparation of his flight is adequate.
Legal provisions prescribe that the company (or the company's agent or, where no
agent is named, the aerodrome authority or a suitable other party) retain on the
ground, at the aerodrome of departure and for at least the duration of the flight, a
copy of each document relevant to the flight and appropriate for the type of operation,
specifically a copy of:
• the operational flight plan;
• relevant parts of the technical log;
• notification of special loads including dangerous goods and/or special
categories of passengers.
2.1.3.2 Reports
The commander shall ensure completion and the company, after flight, shall ensure
the currency, completeness and permanency of the technical log and journey log
which are to contain the aeroplane’s registration, the date, the names and duty
assignment of crew members, places and times of departure and of arrival, hours
and nature of flight and commander's acceptance.
Other occurrence reports listed below should be completed as required:

• Birth, death or disappearance report
• SR
2.1.3.3 Analysis and retention of documents and records,

quality control of EDP
The crew attends to the completion of the prescribed documentation (e.g., by
completing the operational flight plan, in the course of monitoring the fuel situation in
flight), closes it after flight and returns it with all other flight documents to flight
operations support. The flight crew shall perform a post flight synchronization of the
pilot laptop.
Accident and occurrence reports are given high priority and shall be distributed and
handled as described in OM Part A chapter 11. They shall be evaluated and acted
upon as outlined in OM Part A chapter 2.

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All other documents are a valuable tool for quality control. Instructor pilots, staff and
commanders, when performing normal line and check flights, verify the accuracy,
correct completion and that the flight has been planned and conducted in accordance
with all legal and company provisions regarding MEL, fuel policy, aeroplane
performance and limitations, aerodrome and en-route operating minima, and with
proper regard to the forecast meteorological situation and the published (NOTAMS)
environment of aeronautical aids and services.
Discrepancies in these documents are to be reported using the standard crew report.
2.1.3.4 Documents storage periods (record-keeping)
General
A system of record–keeping is established that allows adequate storage and reliable
traceability of all activities developed, covering in particular all the elements indicated
in the management system. The format of the records is specified in the relevant
chapters.
Records are stored in a manner that ensures protection from damage, alteration and
theft.
The record-keeping system ensures that all records are accessible whenever needed
within a reasonable time. They are organised in a way that ensures traceability and
retrievability throughout the required retention period.
Records are kept in paper form or in electronic format or a combination of both.
The records remain legible throughout the required retention period. The retention
period starts when the record has been created or last amended.
Paper systems use robust material which can withstand normal handling and filing.
Computer systems have at least one backup system which is updated within 24
hours of any new entry. Computer systems iinclude safeguards against the ability of
unauthorised personnel to alter the data.
All computer hardware used to ensure data backup are stored in a different location
from that containing the working data and in an environment that ensures they
remain in good condition. When hardware or software changes take place, special
care is taken that all necessary data continues to be accessible at least through the
full period specified below.
The records of the activities referred to MSM manual shall be stored for at least 5
years.
The following information used for the preparation and execution of a flight, and
associated reports, shall be stored for 3 months:
• the operational flight plan;
• route-specific notice(s) to airmen (NOTAM) and aeronautical information
services (AIS) briefing documentation, if edited by the operator;

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• notification of special loads, including written information to the
commander/pilot-in-command about dangerous goods;
• the journey log, and
• flight report(s) (SR) for recording details of any occurrence, or any event that
the commander/pilot-in command deems necessary to report or record;
Personnel records shall be stored for the periods indicated below

Type of record Storage period
FCM licence and CCM attestation As long as the crew member is
exercising the privileges of the licence
or attestation for the company
Crew member training, checking and qualifications 3 years
Records on crew member recent experience 15 months
Crew member route and aerodrome/task and area
competence 3 years
Dangerous goods training 3 years
Training/qualification records of other personnel for
whom a training programme is required. last 2 training records
Reports on the exceedance of duty or reducing rest
2 years
periods
Other records
Cabin crew reports on cabin occurrences and
6 months
discrepancies
Security check form (if required) (to be retained by the
24 hours
handling agent / company)
Reports on the exceedance of duty or reducing
24 months
rest periods (to be retained by flight operations)
Until 12 months after the crew
Records on cosmic and solar radiation member has left the employ of the
operator
Records must be maintained of all training, checking and qualifications of each crew
member and such records must be made available, on request, to the crew member
concerned.
The information used for the preparation and execution of a flight and personnel
training records, shall be preserved even if the operator ceases to be the operator of
that aircraft or the employer of that crew member, provided this is within the
timescales prescribed in the table above,.
If a crew member becomes a crew member for another operator, the crew member’s
records shall be made available to the new operator, provided this is within the
timescales prescribed in the table above.

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System of promulgation of additional
Version 10
operational instructions and information
Flight recorder
Cockpit voice recorder recordings must not be used for purposes other than for the
investigation of an accident or incident subject to mandatory reporting except with the
consent of all crew members concerned.
Following an accident or following an incident that is subject to mandatory reporting

or whenever the authority so directs, the company shall preserve the relevant original
recordings of a flight recorder (if the aeroplane involved is so equipped) for a period
of 60 days or for an other period as directed by the authority.
The company shall, within a reasonable time of being requested to do so by the

authority, produce any recording made by a flight recorder which is available or has
been preserved.
2.2 System of promulgation of additional

operational instructions and information
Information which may be of an operational nature but is supplementary to that in the
operations manual will be presented to the crew in the following way:
Temporary revision of operations manual

• Approved and Issued by the director of flight operations. Available on the pilot
laptop (FCM) and on the desktops (CCM) in the crew room. For the use and
description of the communication tools 2Sync and 2Com refer to the
Appendices chapter.
• Refer to paragraph 0.2.3 for the description and system of promulgation of this
document.
Memo’s
• Approved and Issued by the director of flight operations. Available on the pilot
laptop (FCM) and on the desktops (CCM) in the crew room. For the use and
description of the communication tools 2Sync and 2Com refer to the
Appendices chapter.
• Document is described in paragraph 0.2.3 of the Operations Manual.
Safety Reviews
• Approved and issued (every 3 months) by the director of flight operations.
Available on the pilots’ laptop. Paper copies available at the OCC’s desk.
• The safety bulletin contains a varied selection of flight safety topics approved
by the director of flight operations. The content will at least be composed of:
an editorial, a major article which analyses a major incident or accident,
articles on one of the following subjects: ATC, maintenance, crew training,

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Operational control Version 10
security, aviation medicine, winter operations, etc, and a summary of company

occurrences over the previous period.
Route manual Nav and Trip kits

The Nav and trip kits at the OCC’s office are updated by the duty managers. The Nav
and trip kits on board of the aeroplane are updated by FCM’s (FCM will receive
envelope with updates from the duty manager).
2.3 Operational control

Operational control means the exercise of responsibility for the initiation,
continuation, termination or diversion of a flight in the interest of safety.
For the exercise of operational control within the flight operations division see
Management System Manual and Safety Management Manual.
The commander exercises operational control as described in OM-A, Paragraph 1.4.
The safety manager exercises operational control with respect to safety. He reports
to the accountable manager.
The safety department collects and analyses as much information and occurrences
as possible by means of the safety reports and flight data monitoring.
2.4 Powers of authority

For the purpose of determining compliance with the relevant requirements of the
regulations, access shall be granted at any time to any facility, aircraft, document,
records, data, procedures or any other material relevant to its activity subject to
certification, whether it is contracted or not, to any person authorised from the
competent authoriti(e)s.
Access to the aircraft mentioned above shall include the possibility to enter and
remain in the aircraft during flight operations unless otherwise decided by the
commander for the flight crew compartment in accordance with the admission to
flightdeck procedure in the interest of safety.
Following this information, a passenger seat shall be reserved and in case the
aeroplane is fully booked, a cockpit seat shall be made available. At the departure
station the inspector will present himself to the commander at the beginning of the
flight planning phase.
The commander shall inform the other cockpit crew member(s) and the SCCM.
When on inspection duty, an inspector will be listed as crew on the general

declaration, with the nomination "Inspector ".

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Powers of authority Version 10
An inspector shall be given access to any documents and records which are related
to flight operations or maintenance; such documents shall be produced when
requested so, within a reasonable period of time.
If requested the commander shall, within a reasonable time, produce to an inspector

the documentation required to be on board.
Any recording made by a flight recorder, which is available or has been preserved,
shall be made available to the authority within a reasonable time after being
requested to do so.
Without permission of all crew members concerned, CVR recordings shall not be
used for purposes other than for accident/incident investigations.
FDR recordings shall not be used for purposes other than for accident/incident
investigations except when these recordings are de-identified.

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Powers of authority Version 10

General Page 1 of 6
Management System 04 Aug 2014
Table of contents V10
3 Management System
Table of contents
3 Management System ............................................................................................ 1
Table of contents .................................................................................................... 1
3.1 Management System ..................................................................................... 3
3.2 Safety Policy .................................................................................................. 3
3.3 Safety Risk Management ............................................................................... 3
3.3.1 Hazard Identification Process ................................................................... 3
3.3.2 Hazard Identification Process – B787 Fleet ............................................. 3
3.3.3 Risk Evaluation ......................................................................................... 4
3.3.4 Risk Evaluation – B787 Fleet ................................................................... 4
3.4 Compliance Monitoring System ..................................................................... 4
3.5 Allocation of Duties and Responsibilities ....................................................... 5
3.6 Documentation of all Key Management System Processes ......................... 5

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Management System V10
3.1 Management System

The Accountable Manager of Jetairfly retains the responsibility and accountability for
the safety and compliance performance under the terms of the AOC and as defined
within the Management System process.
The Postholders and Senior Management Team within Jetairfly has executive
responsibility for ensuring the highest safety and compliance monitoring standards
are met within the Airline and Maintenance organisation. Their responsibilities are
defined within the Safety Management Manual .
3.2 Safety Policy

Jetairfly’s Safety Policy is published in the own Safety Management Manual .
3.3 Safety Risk Management
3.3.1 Hazard Identification Process

A variety of analysis techniques are used within the Jetairfly Safety Management
System as detailed within the own manual. Techniques used include proactive and
reactive analysis of submitted safety reports, recorded flight data monitoring data,
compliance monitoring reports and other information sources.
3.3.2 Hazard Identification Process – B787 Fleet

To enable a Group analysis of B787 events each TUI Travel PLC (Mainstream)
airline operating the B787 has agreed to supply all relevant B787 safety reports and
all Continuous Parameter Logging (CPL) (previously known as Flight Data
Monitoring) data files to Thomson Airways Safety Department for capture on their
safety database. This arrangement is subject to a separate service level agreement
between the B787 operating airlines.
Thomson Airways Safety Department will use a variety of analysis techniques to

provide generic trending of the whole TUI Travel PLC (Mainstream) B787 fleet for
use by each airline as required by their Accountable Manager under their own
management system.
Individual TUI Travel PLC (Mainstream) airlines remain responsible for the collecting,
recording, analysing, actioning and providing feedback on safety occurrence reports
and CPL data as detailed within their own Management System manual or
equivalent. CPL data is dual streamed to the originating airline and to Thomson
Airways Safety Department under the service level agreement in place to enable
generic trend analysis. Each TUI Travel PLC (Mainstream) airline safety department

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Compliance Monitoring System V10
will conduct their own trend analysis of B787 data and inform the other airlines of any
hazard or risks identified.
The combined generic trending information as produced by Thomson Airways Safety

Department will be used by each Travel PLC (Mainstream) airline safety manager to
identify hazards and risks on the B787 fleet with lessons identified to be shared
equally across the B787 operating airlines. Identified risks will be captured on a
combined B787 risk register. The generic trend pack, as produced by Thomson
Airways Safety Department, can be incorporated into each TUI Travel PLC
(Mainstream) airline’s own safety management system for use as required.
3.3.3 Risk Evaluation

Risk evaluation, mitigation action plans and risk decision authority levels are
described in the Safety Management Manual.
3.3.4 Risk Evaluation – B787 Fleet

Whilst following the instruction within paragraph 3.3.3 Risk Evaluation –
B737/B757/B767/EMB190 Fleets, risk evaluation on the B787 fleet will be made
using the common TUI Travel PLC risk matrix and criteria as agreed by the TUI Flight
Operations Standards Committee (TUI FOSC).
Mitigation action plans will be agreed and acted upon by individual airlines using the
common B787 risk register as used and agreed by the TUI FOSC.
Risk decision authority remains with individual TUI Travel PLC (Mainstream)
Accountable Managers with delegated authority to their representatives on the TUI
FOSC. Identified risks, as agreed by the TUI FOSC and originating within the B787
fleet, can also be captured within each airlines own individual safety risk
management system as detailed within each airlines own safety management
manual or equivalent.
Each airline will capture the risk evaluation requirements within their own
Management System manual or equivalent. Manual references are included within
each Company Annex.
3.4 Compliance Monitoring System

The Accountable Manager has responsibility for defining their individual Compliance
Monitoring Policy within their airline organisation.
The Compliance Monitoring and oversight approach taken by Jetairfly remains the
responsibility of the Accountable Manager and forms an integral component of the
overall Management System as defined within the Management System manual .

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Allocation of Duties and Responsibilities V10
3.5 Allocation of Duties and Responsibilities

General responsibilities and accountabilities for Jetairfly nominated persons and
airline personnel are detailed within OMA Chapter 1. Specific details of the following
personnel are included within the Management System manual or which may include
sub-manuals such as the Safety Management Manual or equivalent. Nominated
personnel include:
 Accountable Manager
 Post-holder for:
o Flight Operations
o Crew Training
o Ground Operations
o Continuing Airworthiness
Responsibility for the development, administration and maintenance of an effective

Management System will be held by the Accountable Manager nominated Safety
Manager. A full description of these responsibilities is contained within the Safety
Management Manual or equivalent.
Responsibility for the development, administration and maintenance of an effective

Compliance Monitoring System will be held by the Accountable Manager nominated
Compliance Monitoring Manager. A full description of these responsibilities is
contained within the Jetairfly own Compliance Monitoring Manual .
3.6 Documentation of all Key Management

System Processes
Full details of all of the key management system processes applicable to Jetairfly is
included in the Management System Manual and all related manuals under EASA
regulation.

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Documentation of all Key Management
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System Processes
Intentionally left blanc

General Page 4-1
CREW COMPOSITION 04 Aug 2014
4 Crew composition
Table of contents
4 CREW COMPOSITION ...................................................................................... 4-1
4.1 Crew composition........................................................................................ 4-3
4.1.1 Composition of flight crew.................................................................... 4-3
4.1.1.1 Authority inspectors .......................................................................... 4-3
4.1.1.2 Age / medical restrictions ................................................................. 4-3
4.1.1.3 Seat policy ........................................................................................ 4-3
4.1.1.4 Augmented flight crew...................................................................... 4-3
4.1.1.5 Inexperienced flight crew ................................................................. 4-4
4.1.2 Cabin crew ........................................................................................... 4-5
4.1.2.1 Reduction of the number of CCMs during ground operations ........ 4-5
4.1.2.2 Reduction of the number of CCMs during unforeseen circumstances
4-6
4.1.2.3 Inexperienced cabin crew ................................................................ 4-6
4.2 Designation of the commander / senior cabin crew member ..................... 4-7
4.2.1 Designation of the commander ............................................................ 4-7
4.2.1.1 Chain of command ........................................................................... 4-7
4.2.1.2 Line flying under supervision ........................................................... 4-7
4.2.1.3 Line check flights .............................................................................. 4-7
4.2.1.4 In-flight relief of flight crew members ............................................... 4-7
4.2.2 Designation of the SCCM .................................................................... 4-8
4.3 Crew incapacitation ..................................................................................... 4-9
4.3.1 Flight crew incapacitation .................................................................... 4-9
4.3.2 Cabin crew incapacitation .................................................................... 4-9
4.4 Operation on more than one type or variant ............................................. 4-10
4.4.1 FCM ................................................................................................... 4-10
4.4.2 CCM ................................................................................................... 4-10
4.5 Personnel or crew members other than cabin crew in the passenger
compartment ........................................................................................................ 4-10


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Crew composition Version 10
4.1 Crew composition
4.1.1 Composition of flight crew

For every sector the flight crew shall consist of at least two FCMs, of which one is
designated as commander. The commander shall be a captain.
No additional information is provided
4.1.1.1 Authority inspectors

Inspectors shall only be assigned flight duty together with a captain qualified for line
training.
4.1.1.2 Age / medical restrictions

If the age of one FCM is 60 years or above, the age of the other FCM(s) must be
below 60. On commercial flights the age of an FCM shall be under 65.
FCM with an OML on their medical certificate should only operate aeroplane in multi-
pilot operations when one of the other FCM(s) is fully qualified on the relevant type of
aeroplane, is not subject to an OML and has not attained the age of 60 years.
4.1.1.3 Seat policy

The commander normally occupies the left-seat and the co-pilot normally occupies
the right seat.
The left hand seat may only be occupied by

 a captain, or;
 above FL 200 by a first officer appropriately qualified to relieve the
commander.
The right hand seat may only be occupied by

 a first officer;
 a captain appropriately qualified for either seat or
 above FL 200 by a captain appropriately qualified as a cruise relief pilot.
During cruise flight, pilots may leave their seats individually for short periods. In-flight
there will always be one qualified FCM at the controls and pilots’ seats will not be
occupied by unqualified persons.
4.1.1.4 Augmented flight crew

If the planned duration of the flight exceeds the duty period limitations for a normal
flight crew as specified in chapter 7, an augmented flight crew is required.

General Page 4-4
Third FCM occupying a flight deck observer seat

The third FCM should occupy the observer seat on the flight deck during critical
phases of flight (work and rest regulations permitting) and is encouraged to monitor
the activities (procedures, ATC communications, etc.) of the two active FCMs. The
third FCM will act on a non-interference basis, unless requested to perform activities
by the active FCMs. The third FCM will alert the active FCMs when ATC instructions
are missed or wrongly interpreted or flight safety is compromised by actions or lack
thereof of the active FCMs.
The commander shall ensure that actual flight times are divided amongst the FCMs
taking into account the rest requirements. These flight times shall be recorded.
In the case of long haul operations where additional operating FCM’s are carried, the
line check captain may fulfil the function of a cruise relief pilot and shall not occupy
either pilot’s seat during take-off, departure, initial cruise, descent, approach and
landing.
4.1.1.5 Inexperienced flight crew

FCMs are deemed to be inexperienced having completed a command or type rating
course until the following experience has been achieved following line check:
Training completed Completed within 120 days Otherwise

after line/command Check
Command course 100 hrs & 10 sectors 150 hrs & 20 sectors
Type Rating (Initial) 100 hrs & 10 sectors 150 hrs & 20 sectors
Type Rating (see Note 1) 50 hrs & 10 sectors 100 hrs & 20 sectors
Note 1: Reduced experience is required (as shown) for pilots who are changing type
who have previously completed a type conversion within the company.
Note 2: Type rated direct entry captains from outside the TUI group are deemed
experienced provided they have 150 hrs on type during the previous 12 months, and
have completed 10 sectors within the company following line check.
The number of flight hours and/or sectors may be reduced when:

 the company introduces a new aeroplane type, or;
 FCMs have previously completed a type conversion course with the same
operator.
Approval from the authorities is required.
There shall not be more than one inexperienced flight crew member in any flight
crew.

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4.1.2 Cabin crew

The minimum number of CCMs, including SCCM depends on the aeroplane type and
is described in the OM part B and SEP manual.
4.1.2.1 Reduction of the number of CCMs during ground

operations
During ground operations the minimum number of cabin crew in the passenger
compartment may be reduced by 1, in accordance with the conditions below:
General conditions
 Electrical power is available on the aeroplane (e.g. ground power);
 a means of initiating an evacuation is available to the SCCM (e.g. public
address, megaphone or EVAC button near his position). If not, at least one
FCM must be on the flight deck;
 the procedure for the evacuation of passengers with this reduced number of
cabin crew is the standard evacuation procedure described in the SEP and
OM part B (crew operating the floor level exits);
 cabin crew remain near the floor level exits and are aware of the position of
servicing and loading vehicles at and near the exits;
 no refuelling/defueling is taking place;
 the SCCM (or an FCM) is present in the passenger cabin.
Additionally, in the case of passengers embarkation:

 the SCCM should have performed the pre-boarding safety briefing to the cabin
crew;
 the pre-boarding cabin checks should have been completed;
 permission of the commander is obtained.
During disembarkation when the number of passengers remaining on board is fewer

than 20 (grouped together in the same section of the cabin), the minimum number of
cabin crew present in the passenger cabin may be one crew member, provided that:
 At least the SCCM (or an FCM) is present in the passenger cabin,
 Stairs (or jetway) are in place for rapid egress. These stairs must be
positioned at the exit closest to the section where the remaining passengers
are grouped together under close supervision of the crew member.
The evacuation path is clear of obstacles (no luggage, trolleys, equipment…)
Full details of the requirements are contained in the SEP1 manual.

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4.1.2.2 Reduction of the number of CCMs during

unforeseen circumstances
When the number of cabin crew is reduced by 1 below the minimum required (e.g. in
the event of incapacitation or non-availability of cabin crew), the flight can be
released under the approval of Postholder Flight Operations provided that:
 the number of passengers has been reduced to a maximum of 50 passengers
per CCM (including SCCM) and in accordance with procedures specified in
the SEP;
 the passengers are seated close to the manned exits;
 a report is submitted to the authority after completion of the flight; and
 the minimum number of qualified CCMs on board is never less than one per
pair of floor level exits.
4.1.2.3 Inexperienced cabin crew

A CCM is considered inexperienced as long as the CCM has not achieved a
minimum of at least 3 months experience and completed 8 sectors as operating CCM
on each aeroplane type he is qualified on.
At least 50% (minimum 2) of the minimum required CCMs (including the SCCM) shall
have more than 3 months experience as an operating CCM.

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Designation of the commander / senior cabin
Version 10
crew member
4.2 Designation of the commander / senior cabin

crew member
4.2.1 Designation of the commander

Before every flight duty period, one member of the flight crew qualified as captain will
be nominated as commander.
The Postholder Flight Operations designates the chain of command of a flight. This is
communicated to the entire crew via the crew roster.
The term ‘captain’ refers to a rank while the term ‘commander’ is a functional title
related to a certain flight. If a flight crew consists of more than one captain only one
will be nominated as commander.
4.2.1.1 Chain of command

1. Commander
2. Relief pilot (Captain)
3. Co-pilot (Captain)
4. Co-pilot (First Officer)
5. Relief pilot (First Officer)
6. SCCM
7. CCM
The chain of command of a flight is communicated to the entire crew via the crew
roster.
4.2.1.2 Line flying under supervision

During line flying under supervision flights, the TRE, TRI or LTC in an operating seat
shall be designated as commander.
4.2.1.3 Line check flights

The FCM conducting a line check shall not be designated as commander.
4.2.1.4 In-flight relief of flight crew members

The commander may delegate the conduct of the flight to:
 another qualified commander; or
 for operations only above FL 200, a FCM who complies with the following
minimum qualifications:
o ATPL;

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Version 10
o conversion training and checking, including type rating training, in

accordance with OM part D;
o all recurrent training and checking in accordance with OM part D;
o route/area and aerodrome competence in accordance with OM part D;
The co-pilot may be relieved by another suitably qualified FCM.
When two first officers, both qualified as stated above, are scheduled on a flight with
augmented crew, the FCM relieving the commander shall be nominated by the
scheduling department, or by the commander.
4.2.2 Designation of the SCCM

Before every flight duty period, one member of the cabin crew qualified as SCCM
shall be designated as SCCM via the crew roster.

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Crew incapacitation Version 10
4.3 Crew incapacitation
4.3.1 Flight crew incapacitation

For the succession of command refer to the chain of command.
For detailed actions refer to OM part A chapter 8.3.14 and OM part B.
4.3.2 Cabin crew incapacitation

When, during flight, the SCCM or a CCM becomes incapacitated or unfit for
continued duty, the commander will be informed immediately.
SCCM incapacitated
In case of SCCM incapacitation, the commander shall assign a CCM as SCCM for
the remainder of the flight.
For detailed actions refer to OM part A chapter 8.3.14
If the remaining number of CCMs is insufficient to attend all doors during landing, an
ABP (if available) will be selected to attend the emergency exit. The ABP will receive
the emergency landing (land) briefing specified in the SEP manual.

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Operation on more than one type or variant Version 10
4.4 Operation on more than one type or variant

Operation on more than one type or variant is permitted for FCM’s and CCM’s. For
qualification requirements, see Chapter 5.
If operation on more than one type or variant is being applied, the company will
comply with the crew composition requirements for each aeroplane type individually.
4.4.1 FCM
A FCM shall not operate more than two aeroplane types or variants for which a
separate licence endorsement is required.
Only aeroplanes within one licence endorsement shall be flown in any one flight duty
period, unless adequate time (minimum 1 hour) for preparation between the change
of aeroplane types is ensured.
4.4.2 CCM
A CCM shall not operate on more than three aeroplane types.
Types/variants for the purposes of CCM qualification are defined as:

 E190
 B737-700 / -800
 B757-200
 B767-300
 B787-8
4.5 Personnel or crew members other than cabin

crew in the passenger compartment
When personnel or crew members, other than operating cabin crew members are
carrying out their duties in the passenger compartment of an aeroplane, they shall
avoid being mistaken as operating cabin crew by the passengers, for example by not
wearing an identical uniform as the operating crew.
They shall also not:

 occupy required cabin crew assigned stations,
 impede operating cabin crew members in their duties.

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CHAPTER 5 - QUALIFICATION
04 Aug 2014
REQUIREMENTS
Version 10
Chapter 5 - Qualification Requirements

Table of contents
CHAPTER 5 - QUALIFICATION REQUIREMENTS ................................................... 1
Table of contents ...................................................................................................... 1
5.1 General requirements .................................................................................... 3
5.1.1 Licence and medical requirements ......................................................... 3
5.1.2 Recurrent and checking requirements.................................................... 3
5.1.3 Route / area knowledge .......................................................................... 4
5.1.4 Aerodrome knowledge ............................................................................ 5
5.1.5 Route / area and aerodrome recency and renewal ................................ 5
5.1.6 Monitoring and recording of expiries and recency.................................. 6
5.1.7 LVO ......................................................................................................... 6
5.1.8 ETOPS .................................................................................................... 7
5.1.9 PBN (RNAV/RNP) .................................................................................. 7
5.1.10 RVSM ...................................................................................................... 7
5.1.11 MNPS ...................................................................................................... 7
5.2 Flight crew ...................................................................................................... 8
5.2.1 Co-pilots takeoff and landing .................................................................. 9
5.2.2. Takeoff and landing recency ....................................................................... 9
5.3 Cabin crew ................................................................................................... 10
5.4 Training, checking and supervision personnel ............................................ 12
5.5 Other operations personnel ......................................................................... 13
5.6 Validity and recency periods ........................................................................ 14


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5.1 General requirements

The following qualification and recency requirements and validity periods are
applicable to all Company FCMs, CCMs and other Operations personnel.
All training and checking will be carried out in accordance with the OM part D.
5.1.1 Licence and medical requirements

FCM shall be in possession of a valid licence as detailed below:
 Captain: Signed ATPL with valid endorsements, ratings and qualifications
for the aeroplane types that the company requires the FCM to operate.
 First officer: Signed ATPL, CPL (with ATPL written examinations
completed) or MPL with valid endorsements, ratings and qualifications for
the aeroplane types that the company requires the FCM to operate.
 Licence proficiency check: each FCM shall have a valid LPC for the
aeroplane types they operate.
 Each FCM shall hold a current valid Class I medical certificate.
5.1.2 Recurrent and checking requirements
Operator proficiency check

Each FCM shall have a valid OPC for the aeroplane types they operate.
Line check
Each FCM shall have a valid line check for the aeroplane types they operate, except
when completing LIFUS under the command of a training captain.
For FCM operating on more than one type or variant, line checks between types or
variants alternate. Except for B787 operations, a line check completed on one type
or variant will revalidate the line check for the other type or variant. For the B787 a
line check completed on another type or variant is not valid.
Line Orientated Evaluation

When FCM are part of the ATQP scheme they will complete initial and maintain a
recurrent LOE.
Emergency and safety equipment training and checking

Each FCM/CCM shall undergo recurrent emergency and safety equipment training
and checking.

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REQUIREMENTS
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Each FCM/CCM is required to have valid triennial Emergency and Safety Equipment
training and checking.
All FCM/CCM are required to have valid Security training/checking. Security training
will be conducted in accordance with Regulation (EC) and the NASP.
Ground and refresher training

Each FCM/CCM shall undergo recurrent ground and refresher training.
Dangerous goods training

All FCM/CCM are required to have valid Dangerous Goods training/checking.
CRM training
All FCM/CCM are required to have valid CRM training.
5.1.3 Route / area knowledge

The commander, and other FCMs eligible to be pilot-in-command (PIC), shall be
familiar with knowledge required covering the intended area of operation. For most
areas, initial familiarization is achieved by self-study of the relevant parts of the OM
part C Route Briefings.
Additional familiarization requirements apply to the areas as follows:
Area Initial qualification requirements
Europe (EUR) OM part C self-briefing.
Polar (1) Not applicable.
North Atlantic (NAT) (2) OM part C self-briefing and training in accordance with
OM part D.
North America (NAM) OM part C self-briefing.
South America (SAM) OM part C self-briefing.
Caribbean (CAR) OM part C self-briefing.
Middle East / Asia
OM part C self-briefing.
(MID/ASIA)
Africa – Indian Ocean (AFI) OM part C self-briefing.
Pacific (PAC) OM part C self-briefing.
Note 1: North Polar (area north of N78° latitude) and South Polar (area south of S60°
latitude)
Note 2: North Atlantic area includes NAT MNPS. LIFUS requirement not applicable
for Tango routes, and non-ETOPS routes to the Azores and Cape Verde Islands.

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REQUIREMENTS
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5.1.4 Aerodrome knowledge

Aerodromes will be categorized by the company in one of three categories, A, B or C.
FCM qualifications required to operate into these categorized aerodromes are as
follows:
Category A
Unrestricted to all commanders.
Category B
Prior to operating to a category B aerodrome, the commander shall self-brief by
studying the relevant OM part C Aerodrome Qualification Briefing (AQB). Completion
of self-briefing for the destination and all required alternate category B aerodromes,
shall be recorded by signing (or digital equivalent) the OFP.
Category C
The commander shall be briefed and visit the aerodrome either as an observer or
LIFUS with a qualified TRI/LTC, and/or undertake instruction in a suitable simulator.
The completion of the briefing, visit and/or instruction should be recorded.
For some category C aerodromes a training syllabus is contained in the OM part D.
Initial qualification and renewal requirements for each aerodrome will be determined
and listed in the individual OM part C AQB. Initial qualification will be gained by an
aerodrome visit and/or instruction in a simulator approved for the purpose of category
C aerodrome training. Completion of self-briefing for the destination and/or all
required alternate category C aerodromes, shall be recorded by signing (or digital
equivalent) the OFP.
5.1.5 Route / area and aerodrome recency and renewal
Recency requirements
Commander or pilot relieving the commander recency is valid for 12 months in
addition to the remainder of the month of qualification or most recent operation on the
route or to the aerodrome. Recency is maintained by operating on the route or to the
aerodrome during the period of validity. When the operation is undertaken within the
final 3 months of validity, the new expiry date is 12 months after the previous expiry
date.
Shorter period recency requirements may apply to some category C aerodromes;
refer to OM part C AQB.
Renewal requirements
For renewal of NAT qualification, refer to OM part D.

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REQUIREMENTS
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Other route qualification renewals are done by repeating the initial qualification
requirements.
5.1.6 Monitoring and recording of expiries and recency

The company and the individual are jointly responsible for monitoring all qualification
and recency requirements, and ensuring that an individual FCM/CCM only operates
when:
 all relevant checks have not expired;
 medical certificate is valid; and
 certificates/licences are signed as needed
Further details on company responsibilities, refer to OM part A chapter 2.1.
5.1.7 LVO
Prior to conducting LVO (LVTO, LTS Cat I, Cat II, OTS Cat II, or Cat III operations),
both FCMs shall be suitably qualified, in accordance with the OM part D.
LIFUS Requirements
Refer to OM part D
Type and Command Experience

Before commencing CAT II/III operations the commander shall have:
 50 hours or 20 sectors on type, including LIFUS, and
 100m shall be added to the CAT II/III minima until 100 hours or 40 sectors,
including LIFUS, unless the FCM has previously qualified for CAT II/III
operations with another EU AOC operator.
The competent authority may authorise a reduction in the above command
experience requirements for FCMs who have CAT II/III command experience.
Captains changing between company aeroplane types, who are previously qualified
for CAT II/III operations, are authorised to conduct CAT II/III operations on the new
aeroplane type on completion of their CAT II/III simulator training.
Recurrent training and checking

LVO qualification is maintained by appropriate simulator training and checking in
accordance with OM Part D.
LVTO with RVR less than 150 m

Prior to conducting low visibility take-off with RVR less than 150 m, training shall be
conducted as described in OM part D.

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5.1.8 ETOPS
Prior to conducting ETOPS operations, each FCM shall complete the training as
described in OM part D.
Recency Requirements
One ETOPS sector as an operating FCM or observer.
The ETOPS sector may be replaced by an ETOPS sector in an approved simulator.
5.1.9 PBN (RNAV/RNP)

Prior to conducting PBN operations, each FCM shall complete the training as
5.1.10 RVSM
Prior to operating in RVSM airspace, each FCM shall complete the training as
Recency requirements are satisfied by operations in any RVSM area.
5.1.11 MNPS
Prior to operating in MNPS airspace, each FCM shall complete the training as

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5.2 Flight crew
Commander
Co-pilots shall complete a Company command course prior to operating as a
commander and achieving the rank of Captain. Co-pilots selected for a command
course require a minimum amount of 3000 hours flying experience as FCM and
include a minimum of 500 hours jet aeroplane time on similar aeroplane type.
Discretionary additional flying experience or requirements may be added under the
responsibility of the AOC Nominated Postholder Flight Operations.
Performance suitability criteria apply to co-pilots prior to commencing a command
course.
Pilot qualification to operate in either pilot’s seat

Commanders whose duties require them to operate in either pilot seat and carry out
the duties of a co-pilot, or commanders required to conduct training or checking
duties, shall complete additional training and checking as specified in the OM part D.
When operating in the co-pilot’s seat, the checks required by OM part D for operating
in the commander’s seat shall, in addition, be valid and current.
A co-pilot occupying the commander’s seat shall be qualified as a pilot relieving the
commander as stated below.
Pilot relieving the commander

The commander may be relieved by a suitably qualified captain or first officer. First
officers relieving the commander shall fulfill the following:
 hold a valid ATPL;
 shall have operated as a pilot relieving the commander at least once in the
previous 12 months;
 have the applicable route competence;
 have completed a relief pilot training as detailed in OM part D.
Co-pilot / pilot relieving the co-pilot

Any suitably qualified FCM may be nominated as a co-pilot, or relieve the co-pilot,
provided that in the case of a captain he requires also to be right seat qualified.
Minimum experience at entry is not applicable.
Pilot under supervision

Refer to OM part D.

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FCM operating on more than one type or variant

Before exercising the privileges of more than one license endorsement, each FCM
shall fulfill the requirements detailed in the OM part D
Refer to OM part A chapter 4.4.1.
5.2.1 Co-pilots takeoff and landing
Commanders experience
A commander new to type, or new to rank, requires a minimum experience of 10
sectors after the initial line check in order to permit co-pilots to carry out take-offs and
landings.
The experience level required above is not applicable to training captains changing
type or captains transferring to a type new to the Company.
Irrespective of having completed the sectors required there may be occasions or
conditions where good airmanship dictates that the commander should complete the
take-off and/or landing.
5.2.2. Takeoff and landing recency

A FCM shall not operate an aeroplane as part of the minimum certified flight crew
unless he has carried out at least three take-offs and three landings as pilot flying in
an aeroplane of the same type or a flight simulator, qualified and approved for the
purpose of the aeroplane type to be used, in the previous 90 days.
The 90 day period prescribed above may be extended to a maximum of 120 days by
line flying under the supervision of a TRI .
For periods beyond 120 days additional simulator training conducted by a TRI is
required.

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REQUIREMENTS
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5.3 Cabin crew

A CCM will complete cabin crew safety training and checking to ensure that he meets
the Company standard.
A CCM shall only be assigned to duties, and operate, on a particular aeroplane type
or variant if they holds a valid attestation, and is trained in accordance with the
requirements in OM part D, and wear the company cabin crew uniform.
Attestation:
A CCM shall hold a valid EASA Attestation and shall complete an initial training
course and examination in order to familiarise himself with the aviation environment
and to acquire sufficient general knowledge and basic proficiency, prior to
undertaking aeroplane type specific training and operator conversion training.
Senior Cabin Crew Member (SCCM)

In addition to the qualification requirements for a CCM, a SCCM shall have at least 1
year of experience as operating CCM, and have successfully completed a senior
cabin crew training course and the associated check.
If the SCCM becomes unfit for duty at an outstation, the Company may authorise an
upgrade of a CCM to SCCM under the authority of the Postholder Flight Operations.
Cabin Crew Member (CCM)

Prior to being nominated as CCM the following requirements shall be met:
 a CCM shall be at least 18 years of age.
 a CCM shall undergo an aero-medical assessment before being first assigned
to duties on an aeroplane, and after that at intervals of maximum 60 months.
 a CCM shall have completed the Company training course as described in OM
part D.
 a CCMs on a familiarization flight shall be assigned in addition to the minimum
number of cabin crew required and should be conducted under the
supervision of the SCCM and the CCM should participate in pre-flight, in-flight
and post-flight safety duties, and wear the company uniform.
 a CCM shall complete annually recurrent training and checking in accordance
with the OM part D. Additional triennial training elements are required in
accordance with the OM part D.
Absence from flying duties

A CCM who have been absent from all flying duties for more than 6 calendar months,
and whose annual recurrent training is still valid will undertake refresher training as

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REQUIREMENTS
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A CCM who has not operated on a specific aeroplane type for more than 6 calendar
months, and who has been operating on other types within this period, may
undertake refresher training, or operate in a position above the minimum crew
complement, on at least two familiarisation sectors, under the supervision of a
SCCM.
(S)CCM operating on more than one type or variant

Refer to OM part A chapter 4.4.2

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REQUIREMENTS
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5.4 Training, checking and supervision personnel

FCMs/CCMs nominated as Instructors and Examiners shall be suitably qualified in
accordance with the OM part D.

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REQUIREMENTS
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5.5 Other operations personnel

Other operations personnel shall receive adequate training for the tasks to be
performed by them and shall have demonstrated a sufficient level of knowledge
appropriate to their responsibilities prior to assignment to duty.
These personnel categories include dispatchers, loadmasters and OCC duty officers.
Training requirements are described in OM part D.

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REQUIREMENTS
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5.6 Validity and recency periods

Validity and recency periods are contained in the table below. The company has
obtained an ATQP approval.
Event Months
6 12 24 36
* LPC 
* OPC 
* ATQP OPC 
* LVO 
*
Recurrent Flight Training 
***
* ETOPS 
* RVSM 
* Line Check  
* ATQP LOE 
* ATQP Line Check 
* Route/area and Aerodrome Knowledge  
* MNPS  
* Emergency & Safety Equipment Check 
* Recurrent Ground Training 
** Dangerous Goods Training  
* CRM 
* Pilot Relieving the Commander 
* CCM/ SCCM Recurrent training 
FCM/CCM Triennial Safety Equipment
* Check 
* TRE, SFE, TRI, SFI, LTC, TKI, CT 
Operations Personnel other than
* FCM/CCM 
* If the recurrent training and checking is undertaken within the last 3 calendar
months of the validity period, the new validity period shall be counted from the
original expiry date.
** Dangerous Goods training shall be conducted at intervals of no longer than 2
years.
*** Recurrent flight training is based on a rotating syllabus.

CREW HEALTH PRECAUTIONS Page 1 of 20
Table of contents 04 Aug 2014
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6 Crew health precautions

Table of contents
6 Crew health precautions..................................................................................... 1
Table of contents....................................................................................................... 1
6.1 General........................................................................................................... 3
6.2 Alcohol and other intoxicating liquor .............................................................. 4
6.3 Narcotics ........................................................................................................ 4
6.4 Drugs .............................................................................................................. 5
6.5 Sleeping tablets.............................................................................................. 5
6.6 Anti-depressants ............................................................................................ 5
6.7 Pharmaceutical preparations ......................................................................... 5
6.7.1 Antibiotics ................................................................................................. 5
6.7.2 Analgesics (pain killers) ............................................................................ 5
6.7.3 Anti-hypertensive (to treat high blood pressure) ...................................... 5
6.7.4 Anti-Histamines......................................................................................... 6
6.8 Immunization .................................................................................................. 6
6.9 Deep-sea diving ............................................................................................. 7
6.10 Blood/bone marrow donation ......................................................................... 7
6.11 Meal precautions prior to and during flight..................................................... 7
6.12 Sleep and rest ................................................................................................ 8
6.13 Crew welfare during flight .............................................................................. 8
6.14 Surgical operations ........................................................................................ 9
6.15 Quarantine regulations ................................................................................... 9
6.16 Precautions in tropical areas .......................................................................... 9
6.17 Cosmic radiation .......................................................................................... 14
6.18 Relative humidity .......................................................................................... 16
6.19 Ozone ........................................................................................................... 17
6.20 Noise and visibility........................................................................................ 17
6.21 Vibrations ..................................................................................................... 18
6.22 The effects of laser illumination of aeroplanes ............................................ 18
6.22.1 The effects of exposure to laser beams .............................................. 18
6.22.2 Factors affecting lasers in aviation ...................................................... 18
6.22.3 Recommended actions in the event of laser illuminations .................. 19
6.23 Hazardous activities ..................................................................................... 19
6.24 Diurnal rhythm .............................................................................................. 20
6.25 Smoke/Fumes .............................................................................................. 20
6.26 Hydraulic Fluid ............................................................................................. 20


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General 04 Aug 2014
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6.1 General
An FCM or CCM shall not perform duties on an aeroplane:
 when under the influence of psychoactive substances or alcohol or when unfit
due to injury;
 fatigue, medication, sickness or other similar causes;
 until a reasonable time period has elapsed after deep water diving or following
blood donation;
 if applicable medical requirements are not fulfilled;
 if he is in any doubt of being able to accomplish his assigned duties; or
 if he knows or suspects that he is suffering from fatigue, taking into account,
amongst other things, fatigue accumulation, sleep deprivation, number of
sectors flown, night duties, time zone changes or feels otherwise unfit, to the
extent that the flight may be endangered.
Decrease in medical fitness of FCM:

FCM shall not exercise the privileges of his licence and related ratings or certificates
at any time when he:
 is aware of any decrease in his medical fitness which might render him unable
to safely exercise those privileges;
 take or use any prescribed or non-prescribed medication which is likely to
interfere with the safe exercise of the privileges of the applicable license; or
 receives any medical, surgical or other treatment that is likely to interfere with
flight safety.
FCM shall, without undue delay, seek aero-medical advice when he:
 has undergone a surgical operation or invasive procedure;
 has commenced the regular use of any medication;
 has suffered any significant personal injury involving incapacity to function as
an FCM;
 has been suffering from any significant illness involving incapacity to function
as an FCM;
 is pregnant;
 has been admitted to hospital or medical clinic; or
 first requires correcting lenses.
In these cases holders of Class 1 medical certificates shall seek the advice of an
AeMC (Aero-medical Center) or AME (Aero-medical examiner). The AeMC or AME
shall assess the medical fitness of the licence holder and decide whether they are fit
to resume the exercise of their privileges.
Decrease in medical fitness of CCM:

CCMs shall not perform duties on an aeroplane and, where applicable, shall not
exercise the privileges of their cabin crew attestation when they are aware of any
decrease in their medical fitness, to the extent that this condition might render them
unable to discharge their safety duties and responsibilities.

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CCM shall, without undue delay, seek aero-medical advice when he:
 has undergone a surgical operation or invasive procedure;
 has commenced the regular use of any medication;
 has suffered any significant personal injury involving incapacity to function as
an CCM;
 has been suffering from any significant illness involving incapacity to function
as an CCM;
 is pregnant; or
 has been admitted to hospital or medical clinic.
Advice shall be sought of an AME, AeMC, or OHMP (Occupational health medical

practitioner; specialist) as applicable. The AME, AeMC or OHMP shall assess the
medical fitness of the CCMs and decide whether they are fit to resume their safety
duties.
It is company policy on notification of pregnancy that FCM and CCM cease flying
duties.
6.2 Alcohol and other intoxicating liquor

Precautions concerning the consumption of alcohol by crew members:
 no alcohol shall be consumed less than 8 hours prior to the specified reporting
time for a flight duty period or the commencement of standby;
 the blood alcohol level shall not exceed 0.2 per thousand (0,2 promille) at the
start of a flight duty period. The Belgian authorities do not enforce lower limits;
 no alcohol shall be consumed during the flight duty period or whilst on
standby.
Consumption of alcoholic beverages in public places, when in uniform is strictly

forbidden. No further restrictions.
6.3 Narcotics
The use of narcotics and drugs which have not been prescribed by a medical
practitioner is forbidden for crew members if this affects a duty period. This includes
sleep drugs.
Crew members shall not take medicine when on duty (or standby) unless prescribed
by a medical practitioner who is qualified in aviation medicine. In case of doubt, the
company will assign a medical doctor to be consulted before the duty.
Anesthetics used for minor surgery or dental treatment require a ‘washout’ period
before one is fit to fly again. Crews shall not operate on the same day, or within 12
hours. In case of a dental extraction, seek medical advice.

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6.4 Drugs
The effects and side effects of medical drugs may reduce fitness for flight duty.
Information about type and period of effectiveness shall be obtained from the
aeromedical examiner.
The use of narcotics and/or drugs which have not been prescribed by a medical
practitioner who is qualified in aviation medicine is expressly forbidden at any time.
6.5 Sleeping tablets

On rare occasions the use of a sleeping tablet may be considered necessary.
However only mild, short-acting sleeping tablets shall be considered. Crew members
shall not take sleeping tablets when on duty (or standby) unless prescribed by a
medical practitioner who is qualified in aviation medicine.
A sleeping tablet shall not be taken less than 10 hours before a flight duty. To
prevent any undesirable or unexpected individual reaction, the particular preparation
shall first be tried at least 48 hours in advance of a duty (flight or standby).
6.6 Anti-depressants
The use of anti-depressants which have not been personally prescribed by a medical
practitioner, who is qualified in aviation medicine, is expressly forbidden at any time.
6.7 Pharmaceutical preparations
6.7.1 Antibiotics
Many antibiotics are compatible with flying, but the underlying condition for which
antibiotics are taken, may prevent a crew member from flying. A crew member shall
have a trial of the prescription for at least 24 hours while off duty before using
antibiotics during flight duties.
6.7.2 Analgesics (pain killers)

With frequent use of analgesics and anti-inflammatory agents, there is risk of gastric
irritation or haemorrhage. The advice of a medical practitioner shall be sought before
using them.
6.7.3 Anti-hypertensive (to treat high blood pressure)

Certain therapeutic agents are compatible with flying activity. They shall be
prescribed only by a medical practitioner, who is qualified in aviation medicine, and
sufficient time shall be allowed to assess suitability and the absence of side effects
before resumption of flight duties.

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6.7.4 Anti-Histamines
All anti-histamines can produce side effects such as sedation, fatigue, dryness of
mouth. Very mild conditions of hay fever etc. may be controlled by small doses of
anti-allergic drugs, but a trial period is absolutely essential before engaging in flight
duties and in all cases advice shall be sought from a medical practitioner, who is
qualified in aviation medicine.
6.8 Immunization
It is the personal responsibility of all crew members to keep their inoculations and
vaccinations up to date and to carry a record of these on all flights where these
inoculations and vaccinations are required.
Before starting operations to new destinations, the company shall seek medical
advice about necessary immunization.
Medical advice is to be sought concerning the period to be observed before returning

to flying duties following immunization. The company does not keep records of
vaccinations and inoculations.
In case of pain, fever or other illness after immunization it is the crew members duty
to present himself for a medical inspection in order to be allowed for duty on board an
aeroplane.
Flight crew shall not perform flight duty earlier than 36 hours after vaccination against
typhoid paratyphoid fever and not earlier than 24 hours after vaccination against
cholera.
It is recommended not to consume alcoholic beverages for a period of 24 hours after

vaccination.
Mandatory vaccines / medication

Yellow fever is compulsory for travellers over one year old who enter Kenya from
Central and Western African or Central and Latin American countries. All crew
members shall comply with this requirement.
Do not use Malarone as prevention for Malaria. Use it as described in the medical kit
after infection is apparent.
Recommended vaccines
Depending on the destination, following vaccines may be recommended:
 Hepatitis A
 Hepatitis B
 Influenza
 Rabies

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 Tetanus
 Typhoid Fever
6.9 Deep-sea diving

Crew members whose sporting activities include deep water diving to a depth not
exceeding 10 m will not fly within 24 hours of completing such diving activity. If the
diving depth exceeds 10 m, 48 hours shall elapse before undertaking flying duties.
Diving in a regular swimming pool is not considered as deep water diving.
24 hours is a suitable minimum length of time to allow after normal recreational

(sport) diving before returning to flying duties.
6.10 Blood/bone marrow donation

Donating blood/bone marrow is not encouraged for crew members, due to the fact
that it takes a long period to fully recover. 48 hours is a suitable minimum length of
time to allow after normal blood donation before returning to flying duties.
6.11 Meal precautions prior to and during flight

Food which has been kept in high ambient temperatures for several hours after
preparation shall be regarded with extreme suspicion. This applies particularly to
cream or pastry, which is commonly part of a set aeroplane meal. Re-heating in an
aeroplane rarely destroys the toxins. These toxins are tasteless and cause no
unpleasant odors.
The most acute forms of food poisoning frequently come on suddenly 1-6 hours after
contaminated food is eaten.
The captain and the first officer shall ensure, whenever possible, that they eat
different dishes, both main and subsidiary, before and during a flight. High-risk food
shall not be consumed while on flight duty.
Symptoms and treatment of poisoning:

 symptoms depend on the nature and dose of the toxin and the resistance of
the patient;
 onset may be sudden;
 typical are: malaise, anorexia, nausea, vomiting, abdominal cramps, intestinal
gurgling, diarrhoea and varying degree of prostration may be experienced;
 bed rest with convenient access to bathroom, commode, or bedpan is
desirable;
 severe cases shall be hospitalized; and
 treatment is mostly symptomatic and all cases shall be seen by a doctor.

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Drinking water
Water from the tap in tropical and sub-tropical areas shall be regarded as infected,
even when it is merely used for brushing the teeth. Do not drink any water which is
not purified by boiling, or by chemical disinfection (chlorination).
The common infections that can be picked up from water are typhoid fever,
paratyphoid fever and dysentery.
Information below is applicable to consumption outside regular hotels or resorts used

for lay-overs.
Milk which is not pasteurized can be a source of infection.
Boiled drinks and beverages in bottles or aluminum cans shall be opened in your
presence. Ice cubes may be contaminated.
Eating raw fruit without peel shall be avoided. Eat fruit that can be peeled, e.g.
oranges, bananas, mangoes, pineapples, etc. and wash fruit before peeling. Wash
grapes before eating.
Salads or raw vegetables shall be avoided because of the risk getting worm
infestation or of contracting amoebic dysentery.
Eat only fresh meat which has been freshly cooked. Avoid raw or cold meats.
Eat only fresh fish, freshly cooked. Avoid shell fish, especially oysters.
6.12 Sleep and rest

Flight duty shall be commenced in a good physical and mental condition, well rested
with appropriate personal conduct with regard to sleep, suitable nutrition and
consideration of the effects of drugs, alcohol, caffeine, nicotine, etc.
For controlled rest on the flight deck during flight refer to paragraph 8.3.10.
6.13 Crew welfare during flight

The commander shall keep the SCCM updated on delays, adverse weather and
operational problems. In-flight, changes shall be communicated as soon as possible
to the SCCM.
The SCCM shall make his planning so that all CCMs have the opportunity for meal
break and the rest taking into consideration commander's briefing and his own
judgement of the workload situation during the duty period.
All CCMs shall use the possibilities for meal breaks and rest that are offered and fully
accept the planning made by the SCCM.

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The SCCM shall supply flight crew with meals when so requested.
For controlled rest on the flight deck during flight refer to paragraph 8.3.10.
6.14 Surgical operations

Aero medical advice shall be sought prior to flying duties following any surgical
procedure.
6.15 Quarantine regulations

When a passenger on board shows symptoms indicating the presence of a major
disease, the commander will inform the airport health authority. It is the responsibility
of the airport health authority to decide whether isolation of the aeroplane, crew and
passengers is necessary.
On arrival of the aeroplane, nobody shall be permitted to board or disembark the

aeroplane, or attempt to off load cargo or catering until such time as authorized by
the airport health authority.
Each station, in conjunction with the airport health authorities will devise a plan which
would provide, when necessary, for:
 the transport of suspected cases of infectious diseases by selected ambulance
to a hospital;
 the transfer of passengers and crew to a lounge or waiting area where they
can be isolated from other passengers until cleared by the airport health
authorities; and
 the decontamination of the aeroplane, passenger baggage, cargo and mail
and any lounges used by passengers or crew.
6.16 Precautions in tropical areas

Two types of climate can be expected in the tropics. A dry desert climate with very
high day temperatures and very cold nights and humid hot climate with both day and
night high temperatures and humidity around 90%.
The hot and humid conditions can be very tiring. When the surrounding temperatures
are higher than those of the body, the defense mechanism of the body gives off heat
in the form of perspiration. When perspiring a lot, increase liquid and salt intake.
Alcohol shall be consumed with care because it also dehydrates the body. Siesta
during the hot midday hours is recommended.
Protect yourself from:

 ultraviolet radiation of the sun. This is the radiation that causes sunburn or
snow blindness. Protection against ultraviolet radiation is best achieved by

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limiting the sunbathing to short periods, by the use of barrier creams and
lotions, and by the use of reliable sun glasses; and
 infra-red radiation. This is the radiation that causes ‘sun-stroke’ and can be
guarded against by the use of light coloured head wear;
Swimming
Use only purified pools or open sea. Fungus diseases are common in hot humid
climates.
When bathing, it is advisable to plug your ears with cotton wool to prevent fungus
infection of ear canal. Also, wear shoes at pool side to avoid fungus infection of feet.
Tropical diseases
More information about tropical diseases can be found on http://www.who.int
Malaria
Infection takes place through the bite of an infected anopheles mosquito and
transmission of the parasite into the human blood stream.
The geographical distribution is variable, consult company physician or search the
web.
The incubation period usually ranges from 10 days to 4 weeks, rarely several
months.
Symptoms are an acute, sometimes chronic, often recurrent, febrile disease

characterized by periodic paroxysms of chills followed by high fever and sweating
due to the presence of parasites in the blood. The early stage of the illness can very
easily be confused with many other infectious diseases like the flue, the more if this
occurs after return to a temperate region where your doctor may not think
immediately of the possibility of Malaria.
Diarrhea is the outstanding symptom, but it may be absent. There is abdominal pain
with blood and mucus in the stools.
Preventive measures include use of insect repellent sprays to protect skin, screens
on doors and windows, mosquito netting in bedrooms, sufficient clothing to cover the
skin surface as tendency to become chronic.
There is no vaccination or inoculation available to prevent Malaria.

Treatment shall be done under medical supervision. Malaria can be fatal if treatment
is delayed. Therefore, after having been in a malarial area, if you feel unwell or have
an unusual temperature after 7 days but within four weeks of leaving the area, tell
your doctor, don’t wait to be asked.
Anti-malarial shall, where possible, commence at the required duration before

departure.

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Note: Protection against bites is by far the most important measure to avoid
catching Malaria as drug prophylaxis is not absolute and breakthrough
infection can occur with any of the drugs recommended.
For the current destinations with a variable, high and very high malaria risk,
Atovaquone/Proguanil (Malarone) is the preferred prophylaxis for malaria.

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Amoebic dysentery
Amoebic dysentery is caused by the ingestion of a unicellular parasite, the
Entamoeba Histolytica found in contaminated food and drinks. This is followed by an
infection of the intestinal tract.
The common symptoms of Amoebic dysentery may include violent diarrhoea, often
accompanied with blood and/or muscus in the foul smelling stools, severe colitis,
frequent flatulence (gas and abdominal bloating), dehydration and sometimes severe
abdominal cramps.
Although most prevalent as an endemic disease of tropical and sub-tropical countries

unsanitary disposal of excreta and primitive methods of water purification may result
in its introduction into temperate zones.
Source of infection is mostly water polluted by infected excrements is the most

common source of infection, hence the prophylactic importance of safe drinking
water. Other sources of infection are foods grown on soils with infected excreta, flies
and food handlers.
Treatment consists in rest, diet and a course of therapy which varies with the type of
case.
Typhoid and paratyphoid fevers

They are ingestion diseases characterised by high fever and intestinal symptoms.
Typhoid fever is conveyed by water contaminated by sewage; by articles of food

grown in or gathered from water, e.g. shellfish and watercress; or by diary or cooking
utensils washed in such water.
Paratyphoid fever is rarely water borne. Recorded epidemics are few. The disease is
usually disseminated by foodstuffs contaminated by carriers.
Incubation time is from seven to twenty-one days.
The disease is likely to occur wherever the water supply is impure. Generally
speaking, the less satisfactory the sanitation, the more prevalent is enteric fever.
Vague symptoms of illness tending to increase in severity throughout the first week.
Lassitude, frontal headache, general aches and pains, disturbed sleep, anorexia and
thirst, abdominal discomfort, temperature rising to 40°C, diarrhoea with or without
bleeding.
Precautions are to enforce strict hygiene of food and drink.
Prophylaxis is by inoculation. The inoculation is not an international requirement for

entry into any country. Inoculation is strongly recommended when travelling to

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regions of poor general hygiene. Crew shall not fly within 36 hours after inoculation.
Inoculation may be followed by a slight general feverish reaction.
Cholera
Outbreaks of the disease usually are explosive and limited. Cholera is endemic in
many areas of Asia.
Cholera is spread by the ingestion of water and foods, contaminated by the

excrement of patients.
Incubation period is short, usually up to 6 days.

Initial symptoms are nausea, vomiting and diarrhoea, with variable degrees of fever
and abdominal pain. If diarrhoea is severe, the resultant dehydration may lead to
intense thirst, muscle cramps and weakness.
Prophylaxis is strict hygiene of food and drink. In many countries cholera has been
controlled by the purification of water supplies, proper disposal of human excrement.
Dysentery
Is an acute infection of the bowel, characterised by frequent passage of stools
accompanied by abdominal cramps, malaise and fever.
Incidence is world-wide, but it is particularly common in hot climates.
The source of infection is the excreta of infected individuals. Organisms are spread
from individual to individual by the direct faeces-oral route. Indirect spread by
contaminated food and inanimate objects is common, but water borne disease is
rare. Flies serve as carriers. Epidemics occur most frequently in overcrowded
populations with inadequate sanitation. It is particularly common in younger children,
living in endemic areas, whereas adults of these regions are relatively resistant to
infection, and usually have less severe disease.
The incubation period is very short, some hours to a few days.

Symptoms depend on severity. One may experience painful colic diarrhoea, raised
temperature and vomiting.
The disease usually shows great individual variation.

There is no effective inoculation. Strict hygiene of food and drinks are basic
preventive measures.
There are many effective medicines available for disinfection of the gastro-intestinal
tract. It is advised to consult a doctor.
Yellow fever
Is an acute infectious virus disease occurring in tropical and sub-tropical zones.
Geographical distribution is particularly in tropical Africa and South and Central
America. Unknown in Asia.

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Incubation period is 3 to 6 days.
The virus that causes the disease is transmitted by the bite of a female mosquito
which previously has become infected through feeding on the blood of a patient
during the early stages of an attack.
Symptoms are characterized by sudden onset, fever with relatively slow pulse, the
face is flushed, eyes infected, gums congested, tongue red and pointed. Vomiting
and constipation are common. Jaundice appears after the third day.
Prophylaxis is by inoculation is ten years.
Dengue Fever
Dengue Fever is particularly common in hot climates, especially in Central America
(except Mexico and Texas), Caribbean, Africa and South America, India, South-East
Asia, The Philippines and North-East Australia.
The Dengue virus is transmitted through mosquito’s (4 types), recognizable by their
black and white striped paws.
Incubation period is less than 10 days.

Symptoms are a sudden high fever (up to 42°C), severe headache, joints ache,
muscle ache, and sometimes rash. Possibility of stomach / intestine infection.
Sometimes, symptoms are less significant and in this case, Dengue could be
misunderstood as flu.
In case of hemorrhage Dengue, high fever and bleedings (thrombocytopenia and

thickening of the blood), sometimes resulting in shock (Dengue shock syndrome).
As precaution use anti mosquito milk (with DEET) frequently and cover all body parts.
Treatment is to drink a lot of water. No vaccines, nor medicines exist to cure Dengue.
6.17 Cosmic radiation

Everybody is continuously exposed to radiation. Ground level ionizing radiation
averages about 0.5 mSv (milliSievert) per year. A mSv is a measure of the biological
effect of the ionizing radiation. The atmosphere offers insulation against cosmic rays.
Most exposure to ionizing radiation by crew members occurs during flight at the
higher altitudes and higher latitudes (away from the equator and towards the Polar
Regions). The rate of radiation roughly doubles every 4,500 ft. The polar regions
(over 60 degrees latitude) have greater radiation intensity due to the magnetic field.
The intensity of the ionizing radiation is also affected by periods of increased solar
activity that occur approximately every 11 years.
Dangers of radiation
The biological effects of low levels of radiation exposure are at present difficult to
determine with certainty, particularly since some effects may not be apparent for
many years. The human body may repair a certain amount of damage, but further
exposure increases health risks including the risk of developing cancer; the risk of

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genetic mutations in egg cells and sperm cells; and the risk of damage to a
developing embryo or foetus. Radiation also influences the immune system.
Radiation protection standards assume that there is a direct relationship between

dose (level of exposure) and effect, even at small doses, and that effects are
cumulative. Studies suggest that long-term exposure of 10 mSv per year in high
altitude flight may increase the risk of dying from cancer by 0.5% to 4%, compared to
a fatal occupational accident rate of approximately 0.1% in general industry workers.
Although it makes sense to minimize the risks associated with ionizing cosmic
radiation, those risks shall be kept in perspective. A FAA report states: “radiation is
not likely to be a factor that shall limit flying for a non-pregnant crew member”. But it
also notes: “on some flights the galactic radiation received by an unborn child may
exceed the recommended limits, depending on the woman’s work schedule”.
Sunbathing under a tropical sun (even for a relatively short period) entail more risk
than long flights at maximum altitude.
Limits to radiation
For crew members individual dose estimates are required if the annual dose falls in
the range of 1 – 6 mSv and the company takes measures if the dose rate exceeds 6
mSv. For pregnant crew members the dose shall be as low as reasonably achievable
and below 1 mSv during the remainder or the whole term of the pregnancy.
Categorisation
 Category A: those exposed workers who are liable to receive an effective dose
greater than 6 mSv per year;
 Category B: those exposed workers who are liable to receive an effective dose
less than 6 mSv per year. Flight Operations is categorized as Cat B.
Exposure calculation, quick guideline

Based on the region of operation (equatorial side of 60 degrees North), the maximum
allowable radiation dose would be reached after 960 hours flying at the maximum
operating altitude of 42.000 ft at 60 degrees North.
As the 960 hours do not include climb and descent phases of a flight and the
maximum flight time for a crew member is limited in number of hours per year,
cosmic radiation is not limiting for our operations.
Assessment of exposure level can be made using the table below, or any other
method acceptable to the authority:
Table - Hours exposure for effective dose of 1 mSv
Altitude (feet) Kilometre Hours at latitude Hours at equator

equivalent 60° N
27000 8-23 630 1330

Relative humidity 04 Aug 2014
V10
30000 9-14 440 980

33000 10-06 320 750
36000 10-97 250 600
39000 11-89 200 490
42000 12-80 160 420
45000 13-72 140 380
48000 14-63 120 350
This table, published for illustration purposes, is based on the CARI-3 computer
program and may be superseded by updated versions, as approved by the authority.
The uncertainty on these estimates is about ± 20%. A conservative conversion factor
of 0.8 has been used to convert ambient dose equivalent to effective dose.
Doses from cosmic radiation vary greatly with altitude and also with latitude and with
the phase of the solar cycle. The table gives an estimate of the number of flying
hours at various altitudes in which a dose of 1 mSv would be accumulated for flights
at 60° N and at the equator. Cosmic radiation dose rates change reasonably slowly
with time at cruise altitudes used by jet aeroplane (i.e. up to about 15 km / 49 000ft).
The table can be used to identify circumstances in which it is unlikely that an annual
dosage level of 1 mSv would be exceeded. If flights are limited to heights of less than
8 km (27 000 ft), it is unlikely that annual doses will exceed 1mSv.
Exposure calculation with computer program

To assess these variables, the company links the crew management system with an
approved computer program to calculate more accurate doses for every crew
member. The individual doses are available to the authority for review and
assessment.
No controls are necessary for crew members whose annual dose can be shown to be
less than 1 mSv.
No further information required.
6.18 Relative humidity

An aeroplane cabin has a relative humidity of only 2 to 23%.
At these low humidity levels, the mucous membranes in the human body become
dry. This can result in discomfort in the eyes, nose and throat, but also in painful
irritation, difficulties in speech and swallowing and lowered resistance to infections,
such as colds.
Reduced relative humidity also has a negative effect on skin, accelerating the ageing
effects.
Extreme dehydration may lead to kidney and liver diseases.
To avoid these effects:

 a fluid intake of at least 0,5L / hour is highly recommended (preferably plain
water);

Ozone 04 Aug 2014
V10
 consumption of diuretic fluids is to be avoided. These include coffee, tea and

alcohol; and
 moisten the skin with a commercially available lotion.
6.19 Ozone
Ozone is more prevalent at typical cruise altitudes above the tropopause than at sea
level. It is a potential hazard as it is outside the aeroplane in quantities which may be
harmful. The aeroplane engines and the air conditioning system convert most of the
ozone to normal oxygen before it enters the cabin.
The legal limit on ozone concentration is 0,1ppmv (parts per million by volume) on
average with peaks to maximum 0,25ppmv.
If the ozone level is above 0,1ppmv, people experience:
 smell (from 0,01ppmv onwards);
 coughing;
 difficulty in breathing;
 inflammation of the lungs;
 sore throat;
 nose bleeds;
 chest pain; and/or
 fatigue.
Crew members flying on long haul flights are more affected than crew flying on short
haul flights.
Cabin crew is more affected than anyone else as they are physically more active at
cruise altitude and therefore have a higher respiratory rate when ozone
concentrations are high.
Ozone can be smelled at concentrations from 0,01ppmv and above, so it is very

unlikely for it to be detected.
Cabin air is heated to above 200°C by the engines before it enters the cabin. At
these temperatures, most of the ozone is transformed to oxygen.
6.20 Noise and visibility

Noise levels outside the aeroplane are above safe limits. Even a momentary
exposure to the noise of a jet aeroplane at takeoff just outside the aeroplane (130
dBA) will cause permanent hearing damage.
Noise levels inside the aeroplane are lower in the front of the cabin than in the rear.
In all cases, the noise levels are within safe limits to avoid hearing damage.
Nevertheless, the noise can increase fatigue and cause discomfort.

Vibrations 04 Aug 2014
V10
Crew members are required to wear high visibility jackets at all times when airside
and ear protection when inspecting the aeroplane exterior.
6.21 Vibrations
Vibrations caused by airframe, engines and systems promulgate easily in the cabin
floor. In modern aeroplanes the vibration levels are very low.
Cabin crew walking in the cabin may be subject to permeability of the capillaries
(smallest blood canals) in the feet and lower legs caused by these vibrations. Some
people are more susceptible than others.
If this happens, fluid leaks out of capillaries and causes swelling and discomfort in the
feet and legs. Wearing shoes with extra dampening will minimize the effects.
6.22 The effects of laser illumination of

aeroplanes
Laser illuminations are situations in which the aeroplane has been in direct contact
with laser light in the visible spectrum. Laser illuminations can distract the flight crew
and can temporarily reduce visibility of the FCMs during critical flight phases. It may
be harmful to the eyes of the FCMs and passengers, but permanent damage is rare.
6.22.1 The effects of exposure to laser beams

Temporary vision loss is a common effect of lasers. It can be associated with glare,
flash blindness, blind spots, or after-images:
 glare is considered to be a temporary disruption in vision caused by the
presence of a bright light within an individual's field of vision and it lasts as
long as the light exposure.
 In flash blindness, the temporary loss of vision persists even after the source
of illumination has been removed;
 blind spots are similar to flash blindness, but only part of the visual field is
affected; and
 after-image is an image that remains in the visual field after an exposure to a
bright light.
6.22.2 Factors affecting lasers in aviation

 Weather: clouds inhibit laser beams;
 time of day: eyes adapt to the darkness separately, and it may take time up to
30 minutes. When the adapted eye is hit by light, it loses its adaptation, and in
turn, it takes several seconds for the eye to adapt to bright light. During this
adaptation phase vision is distracted. This why the problems with lasers occur
mainly during the hours of darkness;
 power of the laser: the more powerful the laser is, the more distraction and
damage it can cause;

Hazardous activities 04 Aug 2014
V10
 colour of the laser beam: the retina is most sensitive to green light
wavelengths;
 distance and relative angle between the laser and the aeroplane: the closer
the laser is to the aeroplane the more powerful it is and the lower the relative
angle of the beam the more dangerous it is (a laser beam from straight ahead
is the worst case);
 speed of the aeroplane: the higher speed the aeroplane has, the more difficult
it is for the perpetrator to hit the aeroplane and so exposure risk will be
reduced; and
 exposure time: the longer the exposure time, the more dangerous it is.
Fortunately, aeroplane speed and the fact that most of the laser pointers are
handheld will reduce exposure time.
6.22.3 Recommended actions in the event of laser

illuminations
 Look away from the laser beam and shield your eyes if possible;
 avoid rubbing of eyes so as to reduce the potential for corneal abrasion;
 alert other FCMs to the presence of laser operation and determine if other
FCMs are also exposed. If not, consider handing over the control of the
aeroplane to the non-exposed FCM;
 depending upon the situation and ATC clearance, maneuver to avoid the laser
beam. (For instance, if on an approach the commencement of a missed
approach may be appropriate);
 consider engaging the autopilot and other relevant flight modes;
 turn up the cockpit lights to minimize any further illumination effects;
 as soon as flight safety allows, check for dark / disturbed areas in vision, one
eye at a time. If either FCM is incapacitated to a degree that may affect the
safety of the aeroplane, declare an emergency (PAN PAN or MAYDAY as
appropriate);
 inform ATC and, if the situation allows, provide as much information as
possible (laser direction, colour, length of exposure, flash or intentional
tracking, etc.). The use of the "IDENT" button may assist ATC and authorities
in pin pointing the location of origin of a laser attack;
 write an Safety Report;
 if any visual symptoms persist after landing, get an ophthalmologic
examination; and
 for more information, refer to ICAO Document 9815 ‘Manual on Laser Emitters
and Flight Safety’.
6.23 Hazardous activities

Crew members should not engage, within a reasonable timeframe of the start of a
next flight duty period, in hazardous sports or activities. This is to avoid jeopardizing a
series of flights, in the event the crew member is rendered unfit to operate.

Diurnal rhythm 04 Aug 2014
V10
6.24 Diurnal rhythm

The human body has a diurnal rhythm which means that chemical, psychological and
physiological activity is high during normal waking hours and low during normal
sleeping hours. The activity reaches the lowest point at about 0400. When flying
across time zones, i.e. either east-west or west-east, the diurnal cycle may be
interrupted. To minimise the tiring effects of this interruption, it is recommended to:
 adhere as much as possible to home time for sleeping, eating and bowel
function;
 take adequate rest before a flight;
 eat light snacks at 3-4 hourly intervals to increase alertness.
6.25 Smoke/Fumes
Commander's shall consult with the flight and cabin crew to determine whether any
crew member felt unwell and seek medical advice prior to the next duty.
6.26 Hydraulic Fluid

Contamination of human tissue by hydraulic fluid can have serious effects,
particularly if the fluid should contact the eyes.
If eye contamination should occur, copious irrigation of the eye with clean water
should be started immediately and continued until qualified medical aid is available.
Even with small splashes, failure to follow this procedure could result in serious and
possible irreversible damage to the cornea.
Medical advice is that sterile saline solution or sterile water are the preferred options
for first aid eye irrigation but, in an emergency, tap water or milk can be used to good
effect.
It is highly likely the consulted medical practitioner will insist on immediate

attendance at a casualty hospital for ophthalmic examination. In the event qualified
medical aid is not available or will be delayed, then this action shall be taken by
attending crew members.
The specification of any fluid causing contamination will be required and can be
obtained from the technical department.

General Page 7-1
FLIGHT TIME LIMITATIONS 04 Aug 2014
7 Flight time limitations

Table of contents
7 FLIGHT TIME LIMITATIONS ............................................................................. 7-1
7.1 Operator’s responsibilities (OPS 1.1090) ................................................... 7-3
7.1.1 Crew member’s responsibilities ........................................................... 7-4
7.2 Definitions (OPS 1.1095) ............................................................................ 7-4
7.3 Assignment of base..................................................................................... 7-7
7.3.1 Introduction .......................................................................................... 7-7
7.3.2 Assignment of sign-in aerodrome ........................................................ 7-7
7.3.3 Flying from a different regional aerodrome ......................................... 7-7
7.3.4 Hotel ..................................................................................................... 7-7
7.3.5 S45 crew .............................................................................................. 7-7
7.3.6 Request for different assignment ......................................................... 7-8
7.4 Flight and duty limitations (OPS 1.1100) .................................................... 7-8
7.5 Maximum daily flight duty period (FDP) (OPS 1.1105)............................... 7-8
7.5.1 Reporting time...................................................................................... 7-8
7.5.2 Maximum length of the FDP ................................................................ 7-9
7.5.3 Extensions ........................................................................................... 7-9
7.5.4 Cabin crew ........................................................................................... 7-9
7.5.5 Operational robustness...................................................................... 7-10
7.5.6 Positioning ......................................................................................... 7-10
7.5.7 Extended FDP (split duty) .................................................................. 7-10
7.6 Rest (OPS 1.1110) .................................................................................... 7-11
7.6.1 Minimum rest ..................................................................................... 7-11
7.6.2 Time zone change rest increase at home base ................................ 7-11
7.6.3 Weekly rest periods ........................................................................... 7-12
7.7 Extension of flight duty period due to in-flight rest (OPS 1.1115)............. 7-12
7.7.1 Flight crew augmentation................................................................... 7-12
7.7.2 Cabin crew duty extension................................................................. 7-13
7.8 Unforeseen circumstances in actual flight operations — commander's
discretion (OPS 1.1120)....................................................................................... 7-14
7.9 Standby (OPS 1.1125) .............................................................................. 7-15
7.9.1 Home or suitable accommodation standby (S45) ............................. 7-15
7.10 Nutrition (OPS 1.1130) .............................................................................. 7-16
7.11 Flight duty, duty and rest period records (OPS 1.1135) ........................... 7-16
7.12 Duties for other companies ....................................................................... 7-16
7.13 Humanitarian operations ........................................................................... 7-18
7.14 Crew fatigue reporting ............................................................................... 7-18


General Page 7-2

General Page 7-3
Operator’s responsibilities (OPS 1.1090) Version 10
7.1 Operator’s responsibilities (OPS 1.1090)

Jetairfly shall ensure that all its flights are planned on the duty rosters to be
completed within the allowable flight duty period taking into account the time
necessary for pre-flight duties, the flight and turn-around times.
The duty rosters will be prepared and published at least 2 weeks in advance to
provide the opportunity for crew members to plan adequate rest.
Jetairfly shall nominate a home base for each crew member. The home base
assignment is described in paragraph 7.3 of this chapter.
Jetairfly shall appreciate the relationship between the frequencies and pattern of
flight duty periods and rest periods and give due consideration to the cumulative
effects of undertaking long duty hours interspersed with minimum rest.
Jetairfly shall allocate duty patterns which avoid such undesirable practices as
alternating day/night duties or the positioning of crew members so that a serious
disruption of established sleep/work pattern occurs.
Jetairfly shall plan local days free of duty and notify crew members in advance.
Jetairfly shall ensure that rest periods provide sufficient time to enable crew to
overcome the effects of the previous duties and to be well rested by the start of the
following flight duty period.
Jetairfly shall ensure flight duty periods are planned to enable crew members to
remain sufficiently free from fatigue so they can operate to a satisfactory level of
safety under all circumstances.
Ad hoc flights or changes to a schedule will be notified as soon as possible to the

crew members involved.
This chapter 7 of OM A does not apply to single pilot operations and to emergency
medical service operations.
Late roster change (code LRC in IDPS)

When a flight or duty was planned and the crew member is assigned, less than 24
hours in advance, to another flight (or duty) with new duty hours that differ from
those that were originally planned by more than 2 hours (this means departure more
than 2 hours earlier and/or end of the newly planned duty more than 2 hours later),
the crew member, at his/her sole discretion, can refuse to have the duty changed.
This does not apply to a change of hours of the original flight or duty (e.g. due to
delay).

General Page 7-4
Definitions (OPS 1.1095) Version 10
7.1.1 Crew member’s responsibilities

A crew member shall not operate an airplane if he/she knows that he/she is suffering
from or is likely to suffer from fatigue or feels unfit, 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.
When a crew member is not on duty nor in rest, (s)he is in “open roster” and must be
reachable by telephone on the assigned number.
If not remaining at home or nearby, a crew member can obtain an extra day free of
duty by calling OCC after 10h local time at the home base.
When a crew member calls OCC (or vice versa) during an open roster, the duty
manager will assign either:
 An extra calendar day free of duty (ends at midnight).
 A flight or duty 120 minutes or more later
 Standby (code S45)
 Available at home (able to reach the crew room at the home base within 120
minutes – code S12).
A crew member suffering from fatigue for any reason shall fill out a crew fatigue
report (see end of this chapter).
A crew member requesting a roster change for other reasons than fatigue shall
contact the schedule controller and shall not fill in a fatigue report.
7.2 Definitions (OPS 1.1095)

For the purposes of this chapter, the following definitions shall apply:
Adequate facilities (BCAA definition)

A quiet and comfortable place not open to the public and acceptable by the
Authority.
Augmented flight crew

A flight crew which comprises more than the minimum number required for the
operation of the airplane and in which each flight crew member can leave his/her
post and be replaced by another appropriately qualified flight crew member.
Block time
The time between an airplane first moving from its parking place for the purpose of
taking off until it comes to rest on the designated parking position and all engines or
propellers are stopped.

General Page 7-5
Definitions (OPS 1.1095) Version 10
Break
A period free of all duties, which counts as duty, being less than a rest period.
The break period is the time between blocks on and blocks off minus the reporting
time (40 minutes at outstation).
Double flight crew

A crew which comprises two flight crew members for each function. During the
period that a flight crew member is not on his post, he disposes of a rest seat or a
bunk
Duty
Any task that a crew member is required to carry out associated with the business of
an AOC holder.
Duty period
A period which starts when a crew member is required by an operator to commence
a duty and ends when the crew member is free from all duties.
Flight duty period

A flight duty period (FDP) is any time during which a person operates in an airplane
as a member of its crew. The FDP starts when the crew member is required by an
operator to report for a flight or a series of flights; it finishes at the end of the last
flight on which he/she is an operating crew member.
Home base
The location nominated by the operator to the crew member from where the crew
member normally starts and ends a duty period or a series of duty periods and
where, under normal conditions, the operator is not responsible for the
accommodation of the crew member concerned.
Local day
A 24-hour period commencing at 00:00 local time.
Local night
A period of eight hours falling between 22:00 hours and 08:00 hours local time.
A single day free of duty

A single day free of duty shall include two local nights. A rest period may be included
as part of the day off.
Operating crew member

A crew member who carries out his/her duties in an airplane during a flight or during
any part of a flight.
The number of operating crew members assigned for a flight depend on the airplane
(type and variant) and are described in OM part B. Other crew members (other than

General Page 7-6
Assignment of base Version 10
augmented flight crew) on board of an airplane are non-operating crew members.
Positioning
The transferring of a non-operating crew member from place to place, at the behest
of the operator, excluding travelling time.
Sector
A flight comprising an engine start, taxi, take off, climb, cruise, descent, approach,
possible go around, landing, taxi in and shut down of the engines.
A series of touch and goes are counted a single sector.
Suitable accommodation (Cir OPS 7 definition)

A suitably furnished bedroom, with single occupancy, which is subject to minimum
noise, is well ventilated, has the facility to control the levels of light and temperature,
and contains a private toilet and shower or bath.
Travelling time
 time from home to a designated reporting place and vice versa;
 time for local transfer from a place of rest to the commencement of duty and
vice versa.
Rest period
An uninterrupted and defined period of time during which a crew member is free
from all duties and aerodrome standby.
Standby
A defined period of time during which a crew member is required by the operator to
be available to receive an assignment for a flight, positioning or other duty without an
intervening rest period.
Window of circadian low (WOCL)

The window of circadian low (WOCL) is the period between 02:00 hours and 05:59
hours. Within a band of three time zones the WOCL refers to home base time.
Beyond these three time zones the WOCL refers to home base time for the first 48
hours after departure from home base time zone, and to local time thereafter.
Rest seat
A comfortable seat suitable, to rest, separated from the cockpit and, if practical,
screened from the passengers; and acceptable by the Authority
Bunk
A comfortable bed, separated from the passengers and the cockpit. Light can be
adjusted and noise should be reduced and limited to the usual continuous
aerodynamic and engine noises specific to airplanes

General Page 7-7
Assignment of base Version 10
7.3 Assignment of base
7.3.1 Introduction
This chapter defines aerodrome assignment for crew members.
Crew members can be assigned to sign in at other aerodromes to decrease travelling

times. Aerodrome assignment is visible on the upper part of the crew member duty
sheet.
7.3.2 Assignment of sign-in aerodrome
Belgian based crew

All Belgian based crew members are assigned to BRU. In addition, a crew
member can be assigned to sign in at aerodromes (maximum of two) by contract
or if they live closer to this aerodrome than to BRU. The following aerodromes
are actual sign in aerodromes:
 CRL-OST-LGG-LIL
Crew assignment is function of the contract and/or the home address of the
crew member (postal code).
A crew member travels with his own means to the designated sign in aerodrome.
Travel time does not count as duty.
Moroccan based crew

All Moroccan based crew members are assigned to a single home base: RAK or
CMN.
7.3.3 Flying from a different regional aerodrome

A crew member can also be assigned to fly from a regional aerodrome outside
the assigned area.
In that case, sign in is in BRU with positioning to and from that aerodrome to
BRU by company transport. Positioning before operating a flight is counted as
flight duty. Positioning after a flight counts as duty.
7.3.4 Hotel
If required for a long duty (this means if positioning would result in exceeding the
duty limits) with sign in outside the designated area, a hotel will be planned
before the duty.
7.3.5 S45 crew

S45 cabin crew (and flight crew if applicable) proceed directly to the regional
aerodrome.

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Flight and duty limitations (OPS 1.1100) Version 10
Transport for standby crew is available from BRU on simple request. Travel time
from BRU to the regional aerodrome applies.
7.3.6 Request for different assignment

If not stipulated as such in the contract, a crew member assigned to a certain
sign in aerodrome can request to be assigned to another aerodrome. Changes
that are not based on a change of home address need to be approved by DFO.
Requests are to be sent to the director of flight operations (dfo@jetairfly.be).
7.4 Flight and duty limitations (OPS 1.1100)

Cumulative duty hours
Jetairfly shall ensure that the total duty periods to which a crew member is assigned
do not exceed:
(a) 190 duty hours in any 28 consecutive days, spread as evenly as practicable
throughout this period; and
(b) 60 duty hours in any seven consecutive days.
Limit on total block times

Jetairfly shall ensure that the total block times of the flights on which an individual
crew member is assigned as an operating crew member does not exceed
(a) 900 block hours in a calendar year;
(b) 100 block hours in any 28 consecutive days.
7.5 Maximum daily flight duty period (FDP) (OPS

1.1105)
7.5.1 Reporting time

Jetairfly specifies the following reporting times.
Narrow body airplane
All crew members

The flight duty period starts at sign in, 60 minutes before the last given STD at BRU
or 40 minutes before the last given STD in all other stations.
Wide body airplane
FCM
or 40 minutes before the last given STD in all other stations

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Maximum daily flight duty period (FDP) (OPS
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1.1105)
CCM
or 40 minutes before the last given STD in all other stations.
7.5.2 Maximum length of the FDP

(a) The maximum basic daily FDP is 13 hours.
(b) These 13 hours will be reduced by 30 minutes for each sector from the third
sector onwards with a maximum total reduction of two hours.
When the FDP starts in the WOCL, the maximum stated in point (a) and point (b)
above will be reduced by 100 % of its encroachment up to a maximum of two hours.
When the FDP ends in or fully encompasses the WOCL, the maximum FDP stated in
point (a) and point (b) above will be reduced by 50 % of its encroachment.
7.5.3 Extensions
The maximum daily FDP can be extended by up to one hour.
 Extensions are not allowed for a basic FDP of six sectors or more.
 Where an FDP encroaches on the WOCL by up to two hours, extensions are
limited to up to four sectors.
 Where an FDP encroaches on the WOCL by more than two hours, extensions
are limited to up to two sectors.
 This extension will not be combined with extended FDP due to split duty.
 This extension will not be combined with extended FDP due to in flight rest
(augmented flight crew).
The maximum number of extensions is two in any seven consecutive days.
Where an FDP is planned to use an extension, pre and post flight minimum rest is
increased by two hours or post flight rest only is increased by four hours. Where the
extensions are used for consecutive FDPs the pre and post rest between the two
operations shall run consecutively.
When an FDP with extension starts in the period 22:00 to 04:59 hours the operator
will limit the FDP to 11.45 hours.
7.5.4 Cabin crew

For cabin crew being assigned to a flight or series of flights, the FDP of the cabin
crew may be extended by the difference in reporting time between cabin crew and
flight crew, as long as the difference does not exceed one hour.

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Rest (OPS 1.1110) Version 10
7.5.5 Operational robustness

Planned schedules (as published on the duty rosters) must allow for flights to be
completed within the maximum permitted flight duty period.
To assist in achieving this Jetairfly will take action to change a schedule or crewing
arrangements at the latest where the actual operation exceeds the maximum FDP on
more than 33 % of the flights in that schedule during a scheduled seasonal period (6
months).
7.5.6 Positioning
All the time spent on positioning is counted as duty.
Positioning after reporting but prior to operating shall be included as part of the FDP
but shall not count as a sector.
A positioning sector immediately following operating sector will be taken into account
for the calculation of minimum rest as defined in OM A paragraph 7.6.
7.5.7 Extended FDP (split duty)

In the planning phase, when an FDP consists of two or more sectors or positioning,
but separated by a break, the FDP will be extended by the amounts indicated below:
Consecutive Extension of the Accommodation provided by

hours of break maximum FDP Jetairfly
Less than 3h - -
A period equal to half On the airplane, with control of

Between 3h and
the consecutive hours temperature and ventilation. No
<6h
break taken passengers on board.
A period equal to half Suitable accommodation (outside

Between 6h and
the consecutive hours of the aeroplane)
10h
break taken
The consecutive hours of break do not include 60 minutes total time for all post- and
preflight duties between the two sectors..

General Page 7-11
Rest (OPS 1.1110) Version 10
7.6 Rest (OPS 1.1110)
7.6.1 Minimum rest

(a) The minimum rest which must be provided before undertaking a flight duty
period starting at home base shall be at least as long as the preceding duty
period or 12 hours whichever is the greater. If the preceding flight duty period
is greater than 16 hours, the rest period shall be one and a half times the
preceding flight duty period.
(b) The minimum rest which must be provided before undertaking a flight duty
period starting away from home base shall be at least as long as the
preceding duty period or 10 hours whichever is the greater; when on minimum
rest away from home base, the operator must allow for an eight-hour sleep
opportunity taking due account of traveling and other physiological needs;
7.6.2 Time zone change rest increase at home base

“Time zone difference” in this table is the time zone difference between the home
base and the point that is the furthest away from home base were rest has been
taken away from home base.
When the crew member returns within 48 hours to a time zone within 3 hours from
the home base, no rest increase applies.
When the crew member remains more than 48 hours outside a band of 3 hours from
the home base the rest given after the series of flights when returning back at the
home base will be increased as follows:
Time zone difference Hours of rest (see §7.6.1) at Local nights

the home base
>3 and ≤ 8 36 2
>8 72 3
Reduced rest after a time zone change at the home base

In case that the company demonstrates, using FAID technology, that reduced rest
produces an equivalent level of safety, reduced rest arrangements may be granted:
 For expatriate crew members who are on a special list sent to the authorities
by the company
 In other exceptional cases on condition that the FAID score remains
acceptable. The company will list such cases on a monthly basis to the
authorities.
In any case, the lack of rest must be compensated during the next rest period.

General Page 7-12
Extension of flight duty period due to in-flight
Version 10
rest (OPS 1.1115)
7.6.3 Weekly rest periods

The company shall ensure that the minimum rest provided as outlined above is
increased periodically to a weekly rest period, being a 36-hour period including two
local nights, such that there shall never be more than 168 hours between the end of
one weekly rest period and the start of the next.
The second of those local nights may start from 20:00 hours if the weekly rest period
has a duration of at least 40 hours.
7.7 Extension of flight duty period due to in-flight

rest (OPS 1.1115)
7.7.1 Flight crew augmentation

The extension of FDP with in-flight rest complies with the following:
 the FDP is limited to 3 sectors; and
 the minimum in-flight rest period is a consecutive 90-minute period for each
flight crew member and 2 consecutive hours for those flight crew members at
control during the last landing and
 all time spent in the rest facility is counted as FDP and
 the minimum rest at destination is at least as long as the preceding duty
period, or 14 hours, whichever is greater and
 a crew member does not start a positioning sector to become part of this
operating crew on the same flight.
 the maximum flight duty period can be extended beyond limitations of OM A
§7.5 in accordance with the following table in case the flight crew is
augmented;
Rest facility available Augmented flight crew

Rest seat (see CAM) 2h
Bunk (see CAM) 4h
The extension of the flight duty period with in-flight rest must not be combined with:
 Split duty (extended FDP due to split duty - §7.5.7)
 1h extension allowed twice a week (§7.5.3)
The duty and relief periods amongst the flight crew members will be kept in balance.
The flight crew rest periods will be agreed upon by the commander before the flight.
The pilot relief periods will be reported via the captain’s report (2Log).
In order not to interfere with flight crew rest, cabin crew shall minimize noise and
activity in the vicinity of flight crew rest facilities.

General Page 7-13
Extension of flight duty period due to in-flight
Version 10
rest (OPS 1.1115)
Double flight crew

Use of a double flight crew is only allowed after approval of the DFO in following
exceptional cases:
 Volcanic ash,
 Natural disasters (hurricane, earthquake, tsunami),
 War or risk of war,
 Evacuation mission based on advice of ministry of foreign affaire
Other exceptional circumstances require prior approval from the Belgian CAA.
The maximum flight duty period can be extended beyond limitations of OM A §7.5.2
in accordance with the following table in case of double flight crew:
Rest facility available Double flight crew

Rest seat (see CAM) 4h
Bunk (see CAM) 6h
7.7.2 Cabin crew duty extension

The extension of FDP with in-flight rest complies with the following:
 the FDP is limited to 3 sectors; and
 the minimum in-flight rest period is a consecutive 90-minute period for each
cabin crew member.
 all time spent in the rest facility is counted as FDP and
 the minimum rest at destination is at least as long as the preceding duty
period, or 14 hours, whichever is greater and
 a crew member does not start a positioning sector to become part of this
operating crew on the same flight.

General Page 7-14
Unforeseen circumstances in actual flight
operations — commander's discretion (OPS Version 10
1.1120)
If the planned FDP goes beyond limitations of OM A §7.5 cabin crew in-flight rest
assignment is as follows:
Extended FDP Minimum in-flight rest

(hrs) Rest seat (see CAM) Bunk (see CAM)
Up to 14:30 1:30 1:30
14:31 – 15:00 2:20 1:45
15:01 – 15:30 2:40 2:00
15:31 – 16:00 3:00 2:15
16:01 – 16:30 Not allowed 2:35
16:31 – 17:00 Not allowed 3:00
17:01 – 17:30 Not allowed 3:25
17:31 – 18:00 Not allowed 3:50
The SCCM shall inform the commander of the planning, start and end of the cabin
crew rest.
Cabin crew must not interfere with resting flight crew.
Rest periods must be planned to have adequate cabin crew available to supervise
the passenger cabin for safety and security. Water, drink service, medical assistance
(first aid) must remain available to the passengers at all times. Flight crew visit,
communication and service shall continue during cabin crew rest times.
7.8 Unforeseen circumstances in actual flight

operations — commander's discretion (OPS
1.1120)
Taking into account the need for careful control of these instances implied
underneath, during the actual flight operation, which starts at the reporting time, the
limits on flight duty, duty and rest periods prescribed in this subpart may be modified
in the event of unforeseen circumstances. Any such modifications must be
acceptable to the commander after consultation with all other crew members and
must, in all circumstances, comply with the following
The maximum FDP referred in OM A §7.5.2 and §7.7 above may not be increased by
more than two hours unless the flight crew has been augmented, in which case the
maximum flight duty period may be increased by not more than three hours;

General Page 7-15
Standby (OPS 1.1125) Version 10
If on the final sector within a FDP unforeseen circumstances occur after take off that
will result in the permitted increase being exceeded, the flight may continue to the
planned destination or alternate;
In the event of such circumstances, the rest period following the FDP may be
reduced but never below the minimum rest defined in §7.6.1 b).
The commander shall, in case of special circumstances, which could lead to severe
fatigue, and after consultation with the crew members affected, reduce the actual
flight duty time and/or increase the rest time in order to eliminate any detrimental
effect on flight safety;
Reporting
The commander submits a report (Flight crew report in 2Log) to the company
whenever a FDP is increased by his/her discretion or when a rest period at outstation
is reduced in actual operation.
Where the increase of a FDP or reduction of a rest period exceeds one hour, a copy
of the report, to which the operator must add his comments, is sent to the authority
no later than 28 days after the event.
7.9 Standby (OPS 1.1125)
7.9.1 Home or suitable accommodation standby (S45)

A crew member is on home (or suitable accommodation) standby (S45) as notified
on the duty rosters. The maximum duration of the standby period is 12 hours.
Code S45 counts 25% for the purposes of cumulative duty hours.
A crew member with code S45 does not need to report at the aerodrome at the start
of the standby duty. However, the crew member shall be able to:
 pick up the telephone on the assigned number immediately
 reach the crew room (at the home base) within 45 minutes of the first call, in
perfect uniform and ready to fly, taken into account transportation to the
aerodrome and typical traffic conditions.
Where home (or suitable accommodation) standby is immediately followed by a flight

duty, the relationship between such standby and the assigned flight duty is as follows
 The first 6 hours standby do not count as FDP towards the maximum daily
FDP limit
 The standby hours exceeding 6 hours count for 50% as FDP towards the
maximum daily FDP limit.
 FDP as calculated above is used to calculate assigned rest period described
in OM A §7.6 after the flight.

General Page 7-16
Nutrition (OPS 1.1130) Version 10
Where the standby does not lead to assignment on a flight duty, it shall be followed
by a rest period of 12 hours.
While on standby the crew member can use the standby room after reporting their
presence to OCC to avoid unnecessary phone calls.
7.10 Nutrition (OPS 1.1130)

A meal and drink opportunity must occur in order to avoid any detriment to a crew
member's performance, especially when the FDP exceeds six hours.
7.11 Flight duty, duty and rest period records

(OPS 1.1135)
An operator shall ensure that crew member's records include:
(a) block times;
(b) start, duration and end of each duty or flight duty periods;
(c) rest periods and days free of all duties;
and are maintained to ensure compliance with the requirements of this subpart;
copies of these records will be made available to the crew member upon request.
If the records held by the operator under paragraph 1 do not cover all of his/her flight
duty, duty and rest periods, the crew member concerned shall maintain an individual
record of his/her:
(a) block times;
(b) start, duration and end of each duty or flight duty periods; and
(c) rest periods and days free of all duties.
A crew member shall present his/her records on request to any operator who
employs his/her services before he/she commences a flight duty period.
Records shall be preserved for at least 24 calendar months from the date of the last
relevant entry.
Additionally, operators shall separately retain all aeroplane commander's discretion

reports of extended flight duty periods, extended flight hours and reduced rest
periods for at least six months after the event. These reports will be sent monthly to
the authorities.
7.12 Duties for other companies

Except with the written authorization of the Director of Flight Operations, a crew
member must not perform duties in other companies outside the TUI-group.

General Page 7-17
Humanitarian operations Version 10
If a crew member is duly authorized and performs duties for several companies, all of
the duties must be in accordance with EU-OPS-1 subpart Q. The crew member shall
report immediately to the Director of Flight Operations all the duties performed at
other companies together with the applicable duty and rest time calculations.
Commercial flights for other companies of the TUI-group

Mixing of commercial flights with other companies affiliated with the TUI-group that
hold a separate AOC is allowed if:
 The crew planning systems are compatible
 Crew planning data is available to the authorities for the whole period,
including detailed data of all flight duties performed in the other companies.
 Duty and rest limitations are within the local regulations of the AOC holders.
 The sum of all flight duty periods on a monthly, bi-monthly, three-monthly and
yearly basis are within the limitations of EU-OPS-1 and any other applicable
local regulation.
 The rest periods of this chapter are complied with at all times.
Instruction for an ATO (other than TUIFly Academy)

Crew members, holder of an instructor qualification, can conduct training as
instructor in an ATO provided:
 A written approval has been obtained by the director of flight operations of
Jetairfly
 A monthly overview with instruction activity is given to the operations
department stating: name of the pilot – three letter code – name of the ATO –
contact person of the ATO – total hours of ground instruction – total hours of
simulator instruction – total hours of flight instruction.
 Rest and duty hours applicable in the training organization are applied.
 At least 12 hours of rest between any activity in the training organization and a
duty at Jetairfly is respected.
 The instructor avoids the cumulative effect of fatigue by resting sufficiently
between activities (12 hours or more rest).
 The hours flown as instructor do not count under §7.4 of this chapter.
Private flights
Private flights that are not subject to flight and rest time regulations EU-OPS-1 are
exempted from the restrictions of this chapter.

General Page 7-18
Humanitarian operations Version 10
7.13 Humanitarian operations

During humanitarian operations a crewmember may exceed the flight and duty time
limitations defined in this chapter. The authorities shall be notified of humanitarian
operations on beforehand, or if not possible, as soon as possible thereafter.
7.14 Crew fatigue reporting

Refer to chapter 2.

General Page 8-1
OPERATING PROCEDURES 04 Aug 2014
8 Operating procedures
Table of contents
8 OPERATING PROCEDURES ........................................................................... 8-1
8.1 Flight preparations instructions ................................................................... 8-7
General ............................................................................................................... 8-7
8.1.1 Minimum Flight Altitudes (MFA) .......................................................... 8-8
8.1.2 Criteria and responsibilities for determining the adequacy of
aerodromes and routes to be used ................................................................. 8-10
8.1.2.1 Aerodrome services ....................................................................... 8-10
8.1.2.2 Aerodrome categorization .............................................................. 8-12
8.1.2.3 Selection of alternate aerodromes ................................................. 8-15
8.1.2.4 Routes and area of operation ........................................................ 8-17
8.1.2.5 Determination of landing distance.................................................. 8-17
8.1.3 Methods and responsibilities for establishing aerodrome operating
minima 8-18
8.1.3.1 Planning minima ............................................................................. 8-19
8.1.3.2 Taxi operations ............................................................................... 8-20
8.1.3.3 Take-off operations ........................................................................ 8-20
8.1.3.4 Approach operations ...................................................................... 8-22
8.1.4 En-route operating minima for VFR flights or VFR portions of a flight .. 8-
35
8.1.5 Presentation and application of aerodrome and enroute operating
minima 8-35
8.1.6 Interpretation of meteorological information ...................................... 8-36
8.1.6.1 Explanatory material on the decoding of meteorological forecasts and
reports 8-36
8.1.6.2 Interpretation of conditional expressions ....................................... 8-37
8.1.7 Determination of the quantities of fuel and oil to be carried .............. 8-38
General fuel policy ........................................................................................ 8-38
8.1.7.1 Terminology.................................................................................... 8-38
8.1.7.2 Basic procedure ............................................................................. 8-40
8.1.7.3 Reduced contingency fuel (RCF) procedure ................................. 8-40
8.1.7.4 Predetermined point (PDP) procedure........................................... 8-41
8.1.7.5 Isolated aerodrome procedure ....................................................... 8-42
8.1.7.6 Tankering fuel................................................................................. 8-42
8.1.7.7 Company fuel ................................................................................. 8-43
8.1.7.8 Fuel recording / logging.................................................................. 8-43
8.1.7.9 Planned operating conditions ......................................................... 8-43
8.1.7.10 Oil ............................................................................................... 8-43
8.1.8 Mass and Centre of Gravity ............................................................... 8-44

General Page 8-2
General ......................................................................................................... 8-44

8.1.8.1 Acceptance of the load sheet ......................................................... 8-44
8.1.8.2 Policy for the use of standard weights ........................................... 8-45
8.1.8.3 Last minute changes procedure (LMC).......................................... 8-48
8.1.8.4 Specific gravity of fuel .................................................................... 8-48
8.1.8.5 Seating policy / procedures ............................................................ 8-48
8.1.8.6 Effect of passenger redistribution in flight ...................................... 8-48
8.1.9 ATS flight plan.................................................................................... 8-49
8.1.10 Operational flight plan (OFP) ............................................................. 8-49
8.1.10.1 Flight crew responsibilities.......................................................... 8-49
8.1.10.2 Description of the OFP ............................................................... 8-50
8.1.10.3 STOPS / ETOPS ........................................................................ 8-64
8.1.11 Aircraft Technical Log (ATL) .............................................................. 8-67
8.1.12 List of documents, forms and additional information to be carried .... 8-72
8.1.12.1 Aeroplane documents................................................................. 8-72
8.1.12.2 FCM documents / equipment ..................................................... 8-73
8.1.12.3 CCM documents ......................................................................... 8-73
8.1.12.4 Manuals to be carried ................................................................. 8-73
8.1.12.5 Additional information and forms to be carried........................... 8-74
8.1.12.6 Loss or theft of documents ......................................................... 8-75
8.2 Ground handling instructions .................................................................... 8-76
8.2.1 Fuelling procedures ........................................................................... 8-76
General ......................................................................................................... 8-76
8.2.1.1 Safety precautions ......................................................................... 8-76
8.2.1.2 Re/defuelling procedures with passengers embarking, on board or
disembarking ................................................................................................ 8-77
8.2.1.3 Precautions to be taken to avoid mixing fuel. ................................ 8-79
8.2.1.4 Fuelling operations with one engine running ................................. 8-80
8.2.1.5 Re/defuelling procedures with wide-cut fuel .................................. 8-80
8.2.2 Aeroplane, passenger and cargo handling procedures related to safety
8-81
8.2.2.1 Special categories of passengers .................................................. 8-81
8.2.2.2 Permissible size and weight of hand baggage .............................. 8-87
8.2.2.3 Loading and securing of items in the aeroplane ............................ 8-89
8.2.2.4 Positioning of ground support equipment ...................................... 8-90
8.2.2.5 Operation of aeroplane doors ........................................................ 8-90
8.2.2.6 Safety on the aerodrome................................................................ 8-91
8.2.2.7 Ramp departure and arrival procedures ........................................ 8-92
8.2.2.8 Servicing of aeroplane ................................................................... 8-94
8.2.2.9 Documents and forms for aeroplane handling ............................... 8-95
8.2.2.10 Special load and classification of load compartments ............... 8-95
8.2.2.11 Multiple occupancy of aeroplane seats ...................................... 8-98
8.2.2.12 Fire protection and prevention .................................................... 8-98
8.2.2.13 Head count procedure .............................................................. 8-100
8.2.2.14 Securing items on the flight deck ............................................. 8-100
8.2.2.15 Loading of Crew Luggage ........................................................ 8-100

General Page 8-3
8.2.3 Procedures for the refusal of embarkation ...................................... 8-101

8.2.4 De-icing and anti-icing on the ground .............................................. 8-101
8.2.4.1 Terminology.................................................................................. 8-101
8.2.4.2 Fluid types .................................................................................... 8-105
8.2.4.3 De-icing / anti-icing ....................................................................... 8-106
8.2.4.4 Commander’s responsibility ......................................................... 8-107
8.2.4.5 Communication ............................................................................ 8-107
8.2.4.6 Holdover time tables .................................................................... 8-108
8.3 Flight procedures .................................................................................... 8-109
General flight procedures ............................................................................... 8-109
Simulated non-normal situations ................................................................ 8-109
Communication procedures........................................................................ 8-109
Sterile flight deck ........................................................................................ 8-111
Assignment of FCM flying duties ................................................................ 8-112
Bird strike hazard ........................................................................................ 8-112
No smoking policy....................................................................................... 8-114
Use of portable electronic devices (PED) ................................................... 8-114
Suitability of aerodromes ............................................................................ 8-115
Deviation callouts ........................................................................................ 8-116
Approach..................................................................................................... 8-117
Serious passenger illness, injury or death in-flight ..................................... 8-119
Post-flight administration ............................................................................ 8-121
Flight near areas of military conflict ............................................................ 8-122
Urgency communications ........................................................................... 8-123
8.3.1 VFR / IFR policy ............................................................................... 8-123
8.3.2 Navigation procedures ..................................................................... 8-124
8.3.2.1 Keyboard entry crosscheck policy ............................................... 8-124
8.3.2.2 Conventional navigation ............................................................... 8-125
8.3.2.3 Performance based navigation (PBN) ......................................... 8-125
8.3.2.3.1 RNP .......................................................................................... 8-125
8.3.2.4 Minimum Navigation Performance Specification (MNPS) / Oceanic /
SLOP 8-127
8.3.2.5 In-flight re-planning ...................................................................... 8-138
8.3.2.6 Procedures in the event of system degradation .......................... 8-138
8.3.2.7 Reduced Vertical Separation Minima (RVSM) ............................. 8-138
8.3.2.8 Navigation outside the FMC database ......................................... 8-140
8.3.2.9 Polar Navigation ........................................................................... 8-142
8.3.3 Altimeter setting procedures ............................................................ 8-142
8.3.4 Altitude alerting system procedures ................................................ 8-142
8.3.5 GPWS / TAWS procedures and instructions ................................... 8-142
8.3.6 TCAS policy and procedures ........................................................... 8-143
8.3.7 Policy and procedures for in-flight fuel management ...................... 8-144
8.3.7.1 In-flight fuel checks ...................................................................... 8-144
8.3.7.2 In-flight fuel management............................................................. 8-144
8.3.7.3 Reduced contingency fuel (RCF) ................................................. 8-146
8.3.7.4 Predetermined decision point (PDP)............................................ 8-146

General Page 8-4
8.3.8 Adverse and potentially hazardous atmospheric conditions ........... 8-147

8.3.8.1 General ......................................................................................... 8-147
8.3.8.2 Thunderstorms ............................................................................. 8-147
8.3.8.3 Icing conditions ............................................................................ 8-151
8.3.8.4 Turbulence ................................................................................... 8-152
8.3.8.5 Windshear .................................................................................... 8-154
8.3.8.6 Windshear PIREP ........................................................................ 8-154
8.3.8.7 Jet streams ................................................................................... 8-154
8.3.8.8 Volcanic ash clouds .................................................................... 8-154
8.3.8.9 Heavy precipitation ....................................................................... 8-155
8.3.8.10 Sand storms.............................................................................. 8-155
8.3.8.11 Mountain waves ........................................................................ 8-155
8.3.8.12 Significant temperature inversions ........................................... 8-156
8.3.9 Wake turbulence .............................................................................. 8-157
8.3.10 Crew members at their stations – controlled rest ............................ 8-158
8.3.10.1 FCMs ........................................................................................ 8-158
8.3.10.2 CCMs ........................................................................................ 8-159
8.3.10.3 Controlled rest in the flight deck ............................................... 8-159
8.3.10.4 Controlled rest in the cabin compartment ................................ 8-160
8.3.11 Use of seatbelts / restraint devices .................................................. 8-161
8.3.11.1 Crew members ......................................................................... 8-161
8.3.11.2 Passengers ............................................................................... 8-161
8.3.12 Admission to flight deck ................................................................... 8-161
8.3.13 Use of vacant crew seats (jump seats)............................................ 8-163
8.3.14 Incapacitation of crew members ...................................................... 8-164
8.3.14.1 Definition ................................................................................... 8-164
8.3.14.2 Categories ................................................................................ 8-164
8.3.14.3 Recognition ............................................................................... 8-164
8.3.14.4 Actions following recognition .................................................... 8-165
8.3.15 Cabin safety requirements ............................................................... 8-166
8.3.16 Passenger briefing procedures ........................................................ 8-166
8.3.16.1 Means for briefing passengers ................................................. 8-166
8.3.16.2 Contents and timing.................................................................. 8-167
8.3.17 Procedures for aeroplane operated whenever required cosmic or solar
radiation detection equipment is carried ........................................................ 8-170
8.3.18 Policy on the use of automation ...................................................... 8-170
8.3.18.1 Levels of automation ................................................................ 8-170
8.3.18.2 Philosophy on the use of automation ....................................... 8-171
8.3.19 Flight outside controlled airspace .................................................... 8-172
8.3.20 Rotary hydraulic arrestor gear ......................................................... 8-172
8.3.21 Flight crew training manual .............................................................. 8-172
8.3.22 Remote starting................................................................................ 8-173
8.3.23 Cruise speed .................................................................................... 8-173
8.4 Low visibility operations (LVO)................................................................ 8-174
8.4.1 Operating procedures ...................................................................... 8-174
8.4.1.1 Taxi ............................................................................................... 8-174

General Page 8-5
8.4.1.2 Take-off ........................................................................................ 8-174

8.4.2 Approach .......................................................................................... 8-176
8.4.3 LVO runway verification ................................................................... 8-180
8.5 ETOPS .................................................................................................... 8-181
8.5.1 Introduction ...................................................................................... 8-181
8.5.1.1 Description ................................................................................... 8-181
8.5.1.2 Definitions..................................................................................... 8-181
8.5.2 Operations approval ........................................................................ 8-182
8.5.3 Initial and recurrent flight crew training ............................................ 8-182
8.5.4 Operating procedures ...................................................................... 8-182
8.5.5 ETOPS Operational procedures ...................................................... 8-182
8.5.6 ETOPS flight preparation and planning ........................................... 8-183
8.5.6.1 Aeroplane serviceability ............................................................... 8-183
8.5.6.2 ETOPS orientation charts ............................................................ 8-184
8.5.6.3 ETOPS alternate aerodrome selection ........................................ 8-184
8.5.6.4 En-route alternate weather requirements for planning ................ 8-185
8.5.6.5 ETOPS Computerised Flight Plans .............................................. 8-186
8.5.6.6 Communication and Navigation Facilities .................................... 8-186
8.5.6.7 Fuel supply ................................................................................... 8-186
8.5.7 Flight Crew procedures .................................................................... 8-188
8.5.7.1 Dispatch ....................................................................................... 8-188
8.5.7.2 Re-routing or Diversion Decision Making .................................... 8-188
8.5.8 ETOPS Verification (following maintenance) Flights ....................... 8-189
8.5.9 En-route Monitoring ......................................................................... 8-189
8.5.10 Unscheduled landing during ETOPS flights .................................... 8-189
8.6 Use of MEL and CDL .............................................................................. 8-190
8.7 Non-revenue flights ................................................................................. 8-191
8.7.1 Training flights.................................................................................. 8-191
8.7.2 Functional check flights ................................................................... 8-191
8.7.3 Delivery flights.................................................................................. 8-192
8.7.4 Ferry flights ...................................................................................... 8-192
8.7.5 Demonstration flights ....................................................................... 8-193
8.7.6 Positioning flights ............................................................................. 8-193
8.8 Oxygen requirements .............................................................................. 8-194
8.8.1 Provision and use of oxygen............................................................ 8-194
8.8.1.1 Provision of oxygen ...................................................................... 8-194
8.8.1.2 Use of oxygen .............................................................................. 8-195
8.8.2 Oxygen requirements ...................................................................... 8-196
8.8.2.1 Flight Crew oxygen requirements ................................................ 8-196
8.8.2.2 Cabin Crew oxygen requirements................................................ 8-196
8.8.2.3 Passenger oxygen requirements ................................................. 8-196

General Page 8-6

General Page 8-7
Flight preparations instructions Version 10
8.1 Flight preparations instructions
General
A commander will not commence a flight unless he is satisfied that:
• The aeroplane;
o is configured in accordance with the MEL and CDL;
o has been released to service by a qualified person approved by the
company;
o the Certificate of Maintenance will remain valid for the expected
duration of the flight.
• Ground facilities and services required for the planned flight are available and
adequate.
• The requirements of the company Operations Manual with respect to fuel, oil,
oxygen, MFAs, suitability of relevant aerodromes, aeroplane performance and
operational limitations can be observed for the intended flight.
• Those parts of the company Operations Manual which are required for the
conduct of the flight are available and on board, including:
o Operations Manual part A
o Operations Manual part B (including a paper copy of the QRH)
o Operations Manual part C
• The documents, as listed in Chapter 8.1.12, are on board.
• The additional information and forms, as listed below, are on board:
o Operational Flight Plan
o Aircraft Technical Log
o Appropriate NOTAMS and AIS Briefing documentation
o Appropriate meteorological information
o Weight and Balance documentation
o Notification of special category of passenger
o Notification of special loads
o Current maps and charts
o Any documents that may be required by individual states
o Forms to comply with the reporting requirements of the Authority and
the operator
• The load is properly distributed and safely secured.
• The external surfaces of the aeroplane are clear of frost, ice and snow or any
deposit which might adversely affect the performance and/or controllability of
the aeroplane except as permitted in the Aeroplane Flight Manual.
• Any existing or forecast icing conditions are within the capabilities of the
aeroplane's certification and equipment.
• The weight of the aeroplane, at the commencement of the take-off roll will be
such that the flight can be conducted in compliance with the aeroplane
performance requirements General and Performance Class A.

General Page 8-8
• FMC and flight deck clocks shall be synchronised to a suitable UTC time
source during pre-flight preparation.
When preparing for a flight, the following actions need to be performed:
• Sign-in for the flight;
• perform a pre-flight synchronization
• start-up 2Log and print Captain summary (First Officer only)
• flight preparation (CBP)
• crosscheck TOPerf version date with date in company NOTAMs
• fill in Trip info / fuel card (if applicable)
8.1.1 Minimum Flight Altitudes (MFA)

For the purpose of flight planning, an IFR route shall be planned above:
• MEA, and;
• MORA; whichever is higher.
The routing takes into account one engine inoperative altitude and decompression. If
these are limiting, procedures are published in OM part C for the related area or, a
rerouting is required.
On VFR-flights the minimum flight altitude shall clear all obstacles by at least 1000 ft
vertically. Over cities or populated areas the minimum VFR flight altitude clears all
obstacles by at least 2000 ft in a radius of 600 m from the aeroplane.
No aeroplane shall fly below 2,000 feet AGL over any congested area, assembly of
people, person, vessel, or vehicle or structure, except for the purposes of takeoff and
landing.
Safety requires that all flights, except in direct connection with takeoff, initial climb
out, approach and landing, are operated at or above published minimum altitudes
(MEA) which ensure adequate terrain clearance along the route to be flown.
Additionally restrictions due to airspace structure, navigational signal coverage etc.
shall be observed, except deviation is approved by ATC.
For non-normal and emergency procedures the minimum off route altitude (MORA)
or grid MORA (MGA) is the minimum cruising altitude.
Note: For definitions refer to OM Part C
Radar vectoring
The objectives of Air Traffic Control (ATC) services do not explicitly include
prevention of collision with terrain. It therefore remains the responsibility of the
commander to ensure that all clearances issued by ATC are safe in respect of terrain
and obstacle clearance. If any doubt exists, check terrain clearances with ATC.
Radar vectoring shall only be accepted after positive radar identification

General Page 8-9
which will be indicated by using the standard phraseology such as 'radar contact'
or 'identified'. When radar vectoring, ATC should issue clearances such that the
prescribed terrain and obstacle clearance will exist at all times until the aeroplane
resumes own navigation. It is therefore essential that the aeroplane position and
altitude is continuously monitored in case a loss of ATC communication occurs.
If ATC offer a clearance that deviates from a SID, whilst the aeroplane is below the
MFA, the commander remains responsible for terrain and obstacle clearance.
Flight below minimum flight altitudes

In general no flight may be operated below published MEAs.
For limiting portions of flight (e. g. shortcuts, radar vectoring off route etc.) however a
flight may be operated below published minimum altitudes when it is assured that
following conditions are met:
(1) Flight down to MGA:

• confirmed aeroplane position within applicable MGA grid, and;
• adjacent higher MGA shall be respected when aeroplane position within 5 NM
to grid boundary.
(2) Flight below MEA / MHA / MGA down to MSA:

• confirmed aeroplane position within applicable MSA sector.
(3) Flight below MSA down to cleared FL / ALT by ATC:

• the aeroplane position is confirmed;
• the aeroplane is radar vectored or;
• the terrain / obstacle clearance can be assured by use of appropriate charts
with contour layer.
(4) Flight below MEA / MHA / MGA / MSA (without being radar vectored):
• in VMC conditions applicable to the airspace and for visual approaches only
and;
• ground contact indicating safe terrain clearance is established and can be
maintained until landing.
Minimum flight altitude corrections

For conversion of minimum altitude into flight level, pressure and temperature
below ISA shall be taken into account:
• for each hPa below ISA add 100 ft to MFA (this very conservative value
insures a safe margin at all relevant altitudes);
• for each 2,5 °C below ISA add 1% of MFA.

General Page 8-10
The effect of wind, especially if the wind blows rectangular over a ridge in
mountainous terrain, might lead to a pressure drop and thereby to a dangerous
"higher than actual" altitude indication.
Wind Speed Correction. When operating within 10 nautical miles of terrain or

obstacles whose elevation exceeds 2000 ft above mean sea level and the selected
cruising altitude or flight level or one-engine-inoperative stabilising altitude is at or
close to the calculated MFA, MFAs are to be increased by the amounts specified in
the following table:
Terrain Wind Speed in KTS

Elevation in FT
0-30 31-50 51-70 70+
2000-8000 500 1000 1500 2000
8000+ 1000 1500 2000 2500
For cold weather altitude corrections during approach refer to OM part B.
For radar vectors during approach ATC may or may not apply a cold weather altitude
correction. If during cold weather, terrain clearance is in doubt, clarification on cold
weather corrections shall be requested from ATC.
Whenever an ATC assigned altitude is corrected for cold weather by the flight crew,
ATC shall be informed.
8.1.2 Criteria and responsibilities for determining the

adequacy of aerodromes and routes to be used
Before use as a departure, alternate or destination aerodrome, the aerodrome shall
be categorized and approved under the responsibility of the AOC Nominated
Postholder Flight Operations. See Chapter 1.
All aerodromes published in the OM part C categorization list are categorized and are
considered to be adequate.
Terminal charts for uncategorised aerodromes may be included in the EFB; these
aerodromes shall not be considered adequate.
8.1.2.1 Aerodrome services
ATS
Air traffic services (ATS) appropriate to the airspace and the applicable rules of the
air shall be used for all flights. Class F and G airspace do not require ATS.
Communications
FIS shall be available as a minimum.

General Page 8-11
Aerodrome lighting
For night operations, at least runway edge, threshold and runway end lights shall be
available and ON.
For failed or downgraded equipment refer to chapter 8.1.3 or 8.4.
Navigation aids
The approach navigation aids used for the purpose of flight planning shall be
available. If no IFR approach is available special authorisation is required from the
responsible AOC flight operations department.
Weather reporting
A weather reporting service shall be available for the aerodrome.
Fire fighting and rescue services

In principle, the published RFFS category for each of the aerodromes used for a
given flight shall be equal to or better than the aeroplane RFFS category. However, if
the aeroplane RFFS category is not available at one or more of the aerodromes
required to be specified in the operational flight plan, it shall be ensured that the
aerodrome has the minimum level of RFFS which is deemed acceptable for the
intended use in accordance with the instructions contained below.
The Aerodrome RFFS category at each aerodrome specified in the operational flight
plan shall meet the minimum acceptable criteria in the table below (Minimum
Aerodrome RFFS category) at the time of expected use.

General Page 8-12
Aerodromes
Minimum acceptable aerodrome RFFS
(required to be specified in
category
the operational flight plan)
RFFS category shall be equal to or better than

the aeroplane1 RFFS category.
Departure and destination
One category below the aeroplane RFFS
aerodrome
category may be accepted in accordance with
OM part C 2
Temporary downgrade
Two categories below the aeroplane1 RFFS
departure and destination
category.
aerodrome
Take-off alternate,
destination alternate and Two categories below the aeroplane1 RFFS
en-route category.
alternate aerodromes
ETOPS en-route alternate RFFS category 4 (USA:B) equivalent at 30

aerodromes minutes notice
1
Refer to OM part B (Flight planning)
2
Operations may be approved in OM part C following consultation with the individual
aerodrome.
In flight, the commander may decide to land at an aerodrome where the Aerodrome
RFFS category is lower than specified above, if in his judgment and after due
consideration of all the prevailing circumstances, to do so would be safer than to
divert.
8.1.2.2 Aerodrome categorization

For the purpose of aerodrome familiarization three categories have been established:
category A, B, & C. Commanders and the company shall ensure that their aerodrome
qualifications fulfil the briefing or recency requirements before operating to/from
category B or category C aerodromes.

General Page 8-13
All aerodromes are categorised as follows:
• category A – an aerodrome that meets all of the following requirements:

- an approved instrument approach procedure, and;
- at least one runway with a minimum width of 45m, with no performance
limited procedure for take-off and/or landing, and;
- published circling minima not higher than 1000 ft above aerodrome level,
and;
- night operations capability.
• category B – an aerodrome that does not meet the category A requirements or
which requires extra considerations such as:
- non-standard approach aids and/or approach patterns;
- steeper than 3,2° approach;
- unusual local weather conditions;
- unusual characteristics or performance limitations, or;
- any other relevant considerations including obstructions, physical layout,
lighting etc.
The company may impose additional rostering restrictions for more complex
category B aerodromes.
• category C – an aerodrome that requires additional considerations to a
category B aerodrome.
Responsibilities for the categorization are described in OM part A chapter 1.

General Page 8-14
Flowchart of the aerodrome categorization procedure.

General Page 8-15
8.1.2.3 Selection of alternate aerodromes
Selection of alternate aerodromes

When planning a flight, apply procedures below for the selection of destination and/or
alternate aerodromes. This text specifies when an alternate is required, planning
minima for alternate aerodromes are described in chapter 8.1.3.
If an alternate aerodrome is required it shall be specified on the OFP.
Take-off alternate aerodromes

Where it is not possible to use the departure aerodrome as a take-off alternate
aerodrome due to meteorological or performance reasons, the commander shall
select another adequate take-off alternate aerodrome. The maximum distance to this
aerodrome shall not be further from the departure aerodrome than:
• 1 hour flying time at one-engine inoperative cruising speed in still air
conditions, or;
• the approved ETOPS diversion time up to a maximum of 2 hours flying time
at one-engine inoperative cruising speed in still air conditions for ETOPS
approved aeroplanes and flight crew.
Cat IIIA minimums may be used when planned engine inoperative autoland is
approved in the OM part B. Expected landing weight and engine failure systems
implications shall be considered.
The one-engine inoperative cruising speed is type related and is described in OM

part B.
Any MEL restriction shall be taken into account.
Destination alternate aerodromes

The commander shall select at least one destination alternate aerodrome for each
instrument flight rules (IFR) flight unless the destination aerodrome is an isolated
aerodrome or:
• the duration of the planned flight from take-off to landing or, in the event of in-
flight replanning; the remaining flying time to destination does not exceed six
hours, and;
• two separate runways are available and usable at the destination aerodrome,
and;
• the appropriate weather reports and/or forecasts for the destination aerodrome
indicate that, for the period from one hour before until one hour after the
expected time of arrival at the destination aerodrome, the ceiling will be at
least 2000 ft or circling height + 500 ft, whichever is greater, and the ground
visibility will be at least 5 km.

General Page 8-16
The commander shall select two destination alternate aerodromes when:

• the appropriate weather reports and/or forecasts for the destination aerodrome
indicate that during a period commencing one hour before and ending one
hour after the estimated time of arrival, the weather conditions will be below
the applicable planning minima, or;
• no meteorological information is available.
RNAV / GNSS and RNP aerodrome requirements

Flight crew shall ensure sufficient means are available to navigate and land at the
destination or at an alternate aerodrome in the case of loss of RNP APCH airborne
capability. In particular, the commander shall check that:
• A non-RNP APCH procedure is available at the alternate, where a destination
alternate is required, and;
• at least one non-RNP APCH procedure is available at the destination
aerodrome, where a destination alternate is not required.
At the planning stage, GOC will provide alternates that have been checked for
opening hours, weather and NOTAM suitability, and these will be specified on the
OFP. If the OFP destination alternate is changed by the commander, the OFP
REVISED column shall be completed.
Destination alternates are defined as follows:
Fuel Alternate
Is the closest (i.e. requiring least fuel) available destination alternate and will normally
be nominated on the OFP as the 1st ALTN.
Commercial Alternate
The Commercial Alternate is defined as the aerodrome where it is preferred the
aeroplane should divert to, if landing at the destination is not possible. The OFP will
include information concerning commercial alternates, when different to the fuel
alternate. When an increased risk of diversion exists (e.g. forecast bad weather,
aerodrome opening hours), consult with GOC prior to departure to determine the
optimum commercial alternate. Note that commercial alternates may vary by time of
day, charterer or for other reasons.
ETOPS en-route alternate aerodromes

Refer to chapter 8.5.
Fuel en-route alternate aerodromes

The fuel ERA shall be located within a circle having a radius equal to 20% of the total
flight plan distance, the centre of which lies on the planned route at a distance from
the destination aerodrome of 25% of the total flight plan distance, or at least 20% of
the total flight plan distance plus 50 nm, whichever is greater, all distances are to be
calculated in still air conditions.

General Page 8-17
8.1.2.4 Routes and area of operation

The company will ensure that OFP’s are produced for routes within the AOC
approved areas of operation, for which:
• ground facilities and services, including meteorological services, adequate for
the planned operation are provided;
• the equipment of the aeroplane meets the minimum requirements for the
planned operation, and;
• appropriate maps and charts are available.
The commander shall ensure that operations are conducted in accordance with any
restriction on the routes or the areas of operation.
The commander shall not operate a two-engined aeroplane without ETOPS approval
over a route that contains a point further from an adequate aerodrome, under
standard conditions in still air, than the distance flown in 60 minutes at the one-
engine-inoperative (OEI) cruising speed.
The one-engine inoperative cruising speed is type related and is described in OM

part B.
8.1.2.5 Determination of landing distance
Dispatch
For dispatch, landing distance performance shall be checked for the destination and
alternate using an approved landing performance data tool (e.g. EFB, CLAND,
LandPerf), based on the most restrictive landing weight obtained from:
A. Using the most favourable runway in still air; and
B. Landing on the runway most likely to be assigned considering the probable
wind speed and direction and the ground handling characteristics of the
aeroplane and considering other conditions such as landing aids, terrain and
weather.
When the required landing distance performance depends on a specified wind
component, the aeroplane may be dispatched if two alternate aerodromes are
designated. Both alternate aerodromes shall satisfy both A. and B. performance
requirements above.
When the appropriate weather reports and/or forecasts indicate that the runway at
the estimated time of arrival may be wet, the landing distance performance check
shall be based on dispatch wet landing distance data.
When the appropriate weather reports and/or forecasts indicate that the runway at
the estimated time of arrival may be contaminated, the landing distance performance
check shall be based on dispatch wet landing distance data, or dispatch
contaminated landing distance data, whichever is more limiting.

General Page 8-18
Note: When dispatching to a contaminated runway, the commander shall be

aware that the in-flight landing distance check may result in a more or less
restrictive landing weight than the dispatch check.
When making the landing distance performance check, account shall be taken of
aeroplane configuration (including MEL items), autoland, environmental conditions
and the operation of systems that have an adverse effect on performance.
In-flight
The in-flight determination of the landing distance shall be based on the latest
available meteorological or runway state report, preferably not more than 30 minutes
before the expected landing time.
8.1.3 Methods and responsibilities for establishing

aerodrome operating minima
Method for establishing aerodrome operating minima is adapting the aerodrome
operating minima established by the State in which the aerodrome is located.
Responsible for establishing aerodrome operating minima for the company is the
applicable Fleet manager / Chief-pilot by signing for the aerodrome categorization.
Responsibilities for the categorization of aerodromes are described in OM part A

chapter 1.
Aerodrome operating minima published in OM part C are approved for use.

For the aeroplane approach category of the company aeroplane, refer to OM B.
Higher minima will apply if required by other company rules (aeroplane status, FCM
experience etc.).
A primary element of aerodrome operating minima is the aeroplane approach

category. the approach category is based on 1.3 times stall speed in the landing
configuration at maximum certificated landing mass, or other criteria applicable by
certification.
The minima for a specific approach and landing procedure shall only be used if all
the following conditions are met:
• the ground equipment shown on the chart required for the intended procedure
is operative;
• the aeroplane systems required for the type of approach are operative;
• the required aeroplane performance criteria are met, and;
• the crew is appropriately qualified.

General Page 8-19
8.1.3.1 Planning minima

Aerodrome operating minima are established for each departure, destination or
alternate aerodrome planned to be used.
The use of a head-up display (HUD) allows operations with lower minima. For
approval refer to OM part B.
Aerodrome operating minima are established taking the following into account:
• the type, performance and handling characteristics of the aeroplane;
• the composition, competence and experience of the flight crew;
• the dimensions and characteristics of the runways/final approach that are
selected for use;
• the adequacy and performance of the available visual and non-visual ground
aids;
• the equipment available on the aeroplane for the purpose of navigation and/or
control of the flight path during the take-off , the approach, the flare, the
landing, rollout and the missed approach;
• the determination of obstacle clearance, the obstacles in the approach,
missed approach and the climb-out areas necessary for the execution of
contingency procedures;
• the obstacle clearance altitude/height for the instrument approach procedures;
• the means to determine and report meteorological conditions, and;
• the flight technique to be used during the final approach.
Planning minima for take-off alternate aerodromes

An aerodrome shall only be selected as a take-off alternate aerodrome when the
appropriate weather reports and/or forecasts indicate that, during a period
commencing one hour before and ending one hour after the estimated time of arrival
at the aerodrome, the weather conditions will be at or above the applicable landing
minima. The ceiling shall be taken into account when the only approach operations
available are non-precision approaches (NPA) and/or circling operations.
Any limitation related to one engine inoperative operations shall be taken into
account.

General Page 8-20
Planning minima for a destination aerodrome (except isolated destination

aerodromes)
An aerodrome shall only be selected as a destination when:
• the appropriate weather reports and/or forecasts indicate that, during a period
commencing one hour before and ending one hour after the estimated time of
arrival at the aerodrome, the weather conditions will be at or above the
applicable planning minima as follows:
o RVR/visibility (VIS), and;
o for an NPA or a circling operation, the ceiling at or above MDH;
or
• two destination alternate aerodromes are selected.
Planning minima for a destination alternate aerodrome, isolated aerodrome,

fuel ERA aerodrome, en-route alternate aerodrome
An aerodrome shall only be selected for these purposes when the appropriate
weather reports and/or forecasts indicate that, during a period commencing one hour
before and ending one hour after the estimated time of arrival at the aerodrome, the
weather conditions will be at or above the planning minima in the table below.
Prevailing winds shall be taken into account.
Type of Approach Planning minima

LTS CAT I, OTS CAT II, CAT I RVR
CAT II and III
CAT I NPA RVR / VIS
Ceiling shall be above MDH
APV CAT I or NPA RVR / VIS*
NPA only: ceiling shall be above MDH
NPA NPA RVR / VIS + 1000 m
Ceiling shall be above MDH + 200 ft
Circling Circling
* The selection of CAT I or NPA depends on the RVR / DH of the APV.
Planning minima for an ETOPS en-route alternate

Refer to chapter 8.5.
8.1.3.2 Taxi operations

An aeroplane may only be taxied on the movement area of an aerodrome if the
person at the controls is an appropriately qualified FCM, or another qualified person.
8.1.3.3 Take-off operations

Before commencing take-off , the commander shall be satisfied that:
• according to the information available to him/her, the weather at the
aerodrome and the condition of the runway intended to be used would not
prevent a safe take-off and departure, and;

General Page 8-21
• established aerodrome operating minima will be complied with.
General
Take-off minima are expressed as visibility (VIS) or runway visual range (RVR) limits,
taking into account all relevant factors for each aerodrome planned to be used and
aeroplane characteristics.
Where there is a specific need to see and avoid obstacles on departure, additional
conditions, e.g. ceiling, are specified in OM part C.
The commander shall not commence take-off unless the weather conditions at the
aerodrome of departure are equal to or better than applicable minima for landing at
that aerodrome unless a take-off alternate aerodrome is available.
When the reported VIS is below that required for take-off and RVR is not reported, a
take-off shall only be commenced if the commander can determine that the visibility
along the take-off runway is equal to or better than the required minimum.
When no reported VIS or RVR is available, a take-off shall only be commenced if the
commander can determine that the visibility along the take-off runway is equal to or
better than the required minimum.
Visual reference
Take-off minima are selected to ensure sufficient guidance to control the aeroplane in
the event of both a rejected take-off in adverse circumstances and a continued take-
off after failure of the critical engine.
For night operations, ground lights shall be available to illuminate the runway and any
obstacles.
Required RVR/VIS
Takeoff minima are expressed as RVR/CMV (converted meteorological visibility) and
values are not lower than those specified in the table below:
Table: Take-off – runway not approved for low visibility take-off (LVTO)
RVR/VIS

General Page 8-22
Take-off RVR/VIS
Facilities RVR/VIS (m)*
Day only: Nil** 500
Day: at least runway edge lights or
runway centreline markings
400
Night: at least runway edge lights and
runway end lights or runway centreline
lights and runway end lights
*: The reported RVR/VIS value representative of the initial part of the take-off run can
be replaced by PF assessment.
**:The PF is able to continuously identify the takeoff surface and maintain directional
control
Note: For take-off with RVR/VIS below 400m, low visibility take-off (LVTO)
procedures apply. Refer to chapter 8.4.
When RVR or VIS is not available, the commander shall not commence takeoff
unless he can determine that the actual conditions satisfy the applicable take-off
minima.
8.1.3.4 Approach operations

For low visibility operations (LVO) refer to chapter 8.4. Refer to OM part B for
specific approvals.
In-flight determination of the landing distance

The in-flight determination of the landing distance should be based on the latest
available meteorological or runway state report, preferably not more than 30 minutes
before the expected landing time.
An instrument approach may be commenced regardless of the reported RVR/VIS.
If the reported RVR/VIS is less than the applicable minimum the approach shall not
be continued:
• below 1000 ft above the aerodrome, or;
• into the final approach segment in the case where the DA/H or MDA/H is more
than 1000 ft above the aerodrome.
Where the RVR is not available, RVR values may be derived by converting the
reported visibility.
If, after passing 1000 ft above the aerodrome, the reported RVR/VIS falls below the
applicable minimum, the approach may be continued to DA/H or MDA/H.

General Page 8-23
The approach may be continued below DA/H or MDA/H and the landing may be
completed provided that the visual reference adequate for the type of approach
operation and for the intended runway is established at the DA/H or MDA/H and is
maintained.
The touchdown zone RVR shall always be controlling. If reported and relevant, the
midpoint and stop-end RVR shall also be controlling. The minimum RVR value for the
midpoint shall be 125 m or the RVR required for the touchdown zone if less, and 75
m for the stop-end. For aeroplanes equipped with a rollout guidance or control
system, the minimum RVR value for the midpoint shall be 75 m.
Visual references for instrument approach operations
NPA, APV and CAT I operations

At DH or MDH, at least one of the visual references specified below should be
distinctly visible and identifiable to the PF:
• elements of the approach lighting system;
• the threshold;
• the threshold markings;
• the threshold lights;
• the threshold identification lights;
• the visual glide slope indicator;
• the touchdown zone or touchdown zone markings;
• the touchdown zone lights;
• runway edge lights, or;
• other visual references specified in the operations manual.
NPA, APV, CAT I operations

The minimum descent altitude (MDA) to be used for a non-precision approach (NPA)
flown with the continuous descent final approach (CDFA) technique or approach
procedure with vertical guidance (APV) or ) or decision height (DH) to be used for
CAT I operation shall not be lower than the minima published by the chart provider.
Criteria for establishing RVR/CMV

In order to qualify for the lowest allowable values of RVR/CMV specified in table:
‘Minimum and maximum applicable RVR/CMV’, the instrument approach shall meet
at least the following facility specifications and associated conditions:
Instrument approaches with designated vertical profile up to and including 3.77° for
category C and D aeroplanes where the facilities are ILS / MLS / GLS / PAR) or APV
and where the final approach track is off-set by not more than 5°.
Instrument approach operations flown using the CDFA technique with a nominal
vertical

General Page 8-24
profile up to and including 3.77° for category C and D aeroplanes, where the facilities
are NDB, NDB/DME, VOR, VOR/DME, LOC, LOC/DME, VDF, SRA or GNSS/LNAV,
with a final approach segment of at least 3 NM, which also fulfill the following criteria:
• the final approach track is off-set by not more than 5°;
• the FAF or another appropriate fix where descent is initiated is available, or
distance to threshold (THR) is available by FMS/GNSS or DME, and;
• if the missed approach point (MAPt) is determined by timing, the distance from
FAF or another appropriate fix to THR is ≤ 8 NM.
Instrument approaches where the facilities are NDB, NDB/DME, VOR, VOR/DME,
LOC, LOC/DME, VDF, SRA or GNSS/LNAV, not fulfilling the criteria in the paragraph
above, or with an MDH ≥ 1200 ft.
The missed approach, after an approach has been flown using the CDFA technique,
shall be executed when reaching the DA/H or the MAPt, whichever occurs first. The
lateral part of the missed approach procedure shall be flown via the MAPt unless
otherwise stated on the approach chart.

General Page 8-25
Table: CAT I, APV, NPA

Minimum and maximum applicable RVR/CMV
Aeroplane category
Facility/conditions RVR/CMV (m)
C D
ILS, MLS, GLS, PAR, GNSS/ Min According table
SBAS, GNSS/VNAV ‘RVR/CMV vs.
DH/MDH’
Max 2400 2400
NDB, NDB/DME, VOR, VOR/ Min 750 750
DME, LOC, LOC/DME, VDF,
SRA, GNSS/LNAV.
Criteria:
use of the CDFA technique with a
nominal vertical profile up to and
including 3.77° with a final approach
segment of at least 3 NM and the final Max
approach track is off-set by not more
than 5° , and; 2400 2400
the FAF or another appropriate fix where
descent is initiated is available, or
distance to threshold (THR) is available
by FMS/GNSS or DME, and; if the MAPt
is determined by timing, the distance
from FAF
or another appropriate fix to THR is ≤ 8
NM.
NDB, NDB/DME, VOR, VOR/ Min
DME, LOC, LOC/DME, VDF, 1200 1200
SRA, GNSS/LNAV not fulfilling the Max According table
criteria in the paragraph above or; ‘RVR/CMV vs.
with a DH or MDH ≥ 1200 ft DH/MDH’ using the
CDFA technique, or
add 400 m to the
values in this table but
not to a value
exceeding 5000 m.
Determination of RVR/CMV/VIS minima for NPA, APV, CAT I

The RVR/CMV/VIS minima for NPA, APV and CAT I operations shall be determined
as follows:
The minimum RVR/CMV/VIS shall be the highest of the values specified in table
‘RVR/CMV vs. DH/MDH’ or in table: ‘CAT I, APV, NPA - Minimum and maximum

General Page 8-26
applicable RVR/CMV’ but not greater than the maximum values specified in table:
‘Minimum and maximum applicable RVR/CMV’, where applicable.
An RVR of less than 750 m as indicated in table ‘RVR/CMV vs. DH/MDH’ may be
used:
for CAT I operations to runways with FALS, RTZL and RCLL, or;
for CAT I operations to runways without RTZL and RCLL when conducting an auto-
coupled approach or flight-director-flown approach to a DH. The ILS shall not be
published as a restricted facility.
Lower values than those specified in table ‘RVR/CMV vs. DH/MDH’ may be used for
approved LVO.
The visual aids shall comprise standard runway day markings and approach and
runway lights as specified in table ‘Approach lighting systems ‘.
For night operations the lights shall be on and serviceable except as provided for in
table ‘Failed or downgraded equipment – effect on landing minima Operations
without a low visibility operations (LVO) approval’.
Table: Approach lighting systems

Class of lighting
Length, configuration and intensity of approach lights
facility
CAT I lighting system (HIALS ≥720 m) distance coded centreline,
FALS
barrette centreline
Simple approach lighting system (HIALS 420 – 719 m) single
IALS
source, barrette
Any other approach lighting system (HIALS, MALS or ALS 210 -
BALS
419 m)
Any other approach light system (HIALS, MALS or ALS <210 m)
NALS
or no approach lights.
FALS: full approach lighting system

IALS: intermediate approach lighting system
BALS: basic approach lighting system;
NALS: no approach lighting system;
HIALS: high intensity approach lighting system;
MALS: medium intensity approach lighting system.

General Page 8-27
Table: RVR/CMV vs. DH/MDH

Class of lighting facility
DH or MDH FALS IALS BALS NALS
See above for RVR < 750/800 m
ft RVR/CMV (m)
200 – 210 550 750 1000 1200
211 – 220 550 800 1000 1200
221 – 230 550 800 1000 1200
231 – 240 550 800 1000 1200
241 – 250 550 800 1000 1300
251 – 260 600 800 1100 1300
261 – 280 600 900 1100 1300
281 – 300 650 900 1200 1400
301 – 320 700 1000 1200 1400
321 – 340 800 1100 1300 1500
341 – 360 900 1200 1400 1600
361 – 380 1000 1300 1500 1700
381 – 400 1100 1400 1600 1800
401 – 420 1200 1500 1700 1900
421 – 440 1300 1600 1800 2000
441 – 460 1400 1700 1900 2100
461 – 480 1500 1800 2000 2200
481 – 500 1500 1800 2100 2300
501 – 520 1600 1900 2100 2400
521 – 540 1700 2000 2200 2400
541 – 560 1800 2100 2300 2500
561 – 580 1900 2200 2400 2600
581 – 600 2000 2300 2500 2700
601 – 620 2100 2400 2600 2800
621 – 640 2200 2500 2700 2900
641 – 660 2300 2600 2800 3000
661 – 680 2400 2700 2900 3100
681 – 700 2500 2800 3000 3200
701 – 720 2600 2900 3100 3300
721 – 740 2700 3000 3200 3400
741 – 760 2700 3000 3300 3500
761 – 800 2900 3200 3400 3600
801 – 850 3100 3400 3600 3800
851 – 900 3300 3600 3800 4000
901 – 950 3600 3900 4100 4300
951 – 1 000 3800 4100 4300 4500
1 001 – 1 100 4100 4400 4600 4900
1 101 – 1 200 4600 4900 5000 5000
1 201 and above 5000 5000 5000 5000

General Page 8-28
Circling operations
MDH and minimum VIS versus aeroplane category
Aeroplane category
C D
MDH (ft) 600 700
Minimum VIS (m) 2400 3600
General:
• the MDH and OCH included in the procedure are referenced to aerodrome
elevation;
• the MDA is referenced to mean sea level;
• the applicable visibility is the meteorological visibility.
• Minima based on TERPS criteria are not approved.
Instrument approach followed by circling without prescribed tracks
When on the initial instrument approach, before visual reference is stabilised, but not
below MDA/H, follow the corresponding instrument approach procedure until the
appropriate instrument MAPt is reached.
At the beginning of the level flight phase at or above the MDA/H, the instrument
approach track determined by radio navigation aids, RNAV, RNP, ILS, MLS or GLS
shall be maintained until the PF:
• estimates that, in all probability, visual contact with the runway of intended
landing or the runway environment will be maintained during the entire circling
procedure;
• estimates that the aeroplane is within the circling area before commencing
circling, and;
• is able to determine the aeroplane’s position in relation to the runway of
intended landing with the aid of the appropriate external references.
When reaching the published instrument MAPt and the conditions stipulated in above
are unable to be established by the PF, a missed approach shall be carried out in
accordance with that instrument approach procedure.
After leaving the track of the initial instrument approach, the flight phase outbound
from the runway shall be limited to an appropriate distance, which is required to align
the aeroplane onto the final approach. Such manoeuvres shall be conducted to
enable the aeroplane:
• to attain a controlled and stable descent path to the intended landing runway,
and;
• to remain within the circling area and in such way that visual contact with the
runway of intended landing or runway environment is maintained at all times.

General Page 8-29
Flight manoeuvres shall be carried out at an altitude/height that is not less than the
circling MDA/H.
Descent below MDA/H shall not be initiated until the threshold of the runway to be
used has been appropriately identified. The aeroplane shall be in a position to
continue with a normal rate of descent and land within the touchdown zone.
Instrument approach followed by a circling with prescribed track

The aeroplane shall remain on the initial instrument approach procedure until one of
the following is reached:
• the prescribed divergence point to commence circling on the prescribed track,
or;
• the MAPt.
The aeroplane shall be established on the instrument approach track determined by
the radio navigation aids, RNAV, RNP, ILS, MLS or GLS in level flight at or above the
MDA/H at or by the circling manoeuvre divergence point.
If the divergence point is reached before the required visual reference is acquired, a
missed approach shall be initiated not later than the MAPt and completed in
accordance with the instrument approach procedure.
When commencing the prescribed circling manoeuvre at the published divergence

point, the subsequent manoeuvres shall be conducted to comply with the published
routing and published heights/altitudes.
Unless otherwise specified, once the aeroplane is established on the prescribed

track(s), the published visual reference does not need to be maintained unless:
• required by the State of the aerodrome (refer to OM part C), or;
• the circling MAPt (if published) is reached.
If the prescribed circling manoeuvre has a published MAPt and the required visual
reference has not been obtained by that point, a missed approach shall be executed
in accordance with procedures described in paragraph ‘Missed approach’ below.
Subsequent further descent below MDA/H shall only commence when the required
visual reference has been obtained.
Unless otherwise specified in the procedure, final descent shall not be commenced
from MDA/H until the threshold of the intended landing runway has been identified
and the aeroplane is in a position to continue with a normal rate of descent to land
within the touchdown zone.
Missed approach
Missed approach during the instrument procedure prior to circling:

General Page 8-30
• if the missed approach procedure is required to be flown when the aeroplane

is positioned on the instrument approach track defined by radio-navigation
aids RNAV, RNP, or ILS, MLS, and before commencing the circling
manoeuvre, the published missed approach for the instrument approach shall
be followed, or;
• if the instrument approach procedure is carried out with the aid of an ILS, MLS
or an stabilised approach (SAp), the MAPt associated with an ILS, MLS
procedure without glide path (GP-out procedure) or the SAp, where
applicable, shall be used.
If a prescribed missed approach is published for the circling manoeuvre, this

overrides the manoeuvres prescribed below.
If visual reference is lost while circling to land after the aeroplane has departed from
the initial instrument approach track, the missed approach specified for that particular
instrument approach shall be followed. It is expected that the PF will make an initial
climbing turn toward the intended landing runway to a position overhead the
aerodrome where the PF will establish the aeroplane in a climb on the instrument
missed approach segment.
The aeroplane shall not leave the visual manoeuvring (circling) area, which is
obstacle protected, unless:
• established on the appropriate missed approach procedure, or;
• at minimum sector altitude (MSA).
All turns shall be made in the same direction and the aeroplane shall remain within
the circling protected area while climbing either:
• to the altitude assigned to any published circling missed approach manoeuvre
if applicable;
• to the altitude assigned to the missed approach of the initial instrument
approach;
• to the MSA;
• to the minimum holding altitude (MHA) applicable for transition to a holding
facility or fix, or continue to climb to an MSA, or;
• as directed by ATS.
When the missed approach procedure is commenced on the ‘downwind’ leg of the
circling manoeuvre, an ‘S’ turn may be undertaken to align the aeroplane on the
initial instrument approach missed approach path, provided the aeroplane remains
within the protected circling area.
The commander shall be responsible for ensuring adequate terrain clearance during
the above-stipulated manoeuvres, particularly during the execution of a missed
approach initiated by ATS.

General Page 8-31
Because the circling manoeuvre may be accomplished in more than one direction,
different patterns will be required to establish the aeroplane on the prescribed missed
approach course depending on its position at the time visual reference is lost. In
particular, all turns are to be in the prescribed direction if this is restricted, e.g. to the
west/east (left or right hand) to remain within the protected circling area.
If a missed approach procedure is published for a particular runway onto which the
aeroplane is conducting a circling approach and the aeroplane has commenced a
manoeuvre to align with the runway, the missed approach for this direction may be
accomplished. The ATS unit shall be informed of the intention to fly the published
missed approach procedure for that particular runway.
The commander shall assure that ATS is advised when any missed approach
procedure has been commenced, the altitude the aeroplane is climbing to and the
position the aeroplane is proceeding towards and / or heading the aeroplane is
established on.
Visual approach operations

The RVR shall not be less than 800 m for a visual approach.
Conversion of VIS to RVR

A conversion from VIS to RVR/CMV shall not be used:
• when reported RVR is available;
• for calculating take-off minima, and;
• for any RVR minima less than 800 m.
If the RVR is reported as being above the maximum value, e.g. ‘RVR more than 1
500 m’, it shall not be considered as a reported value as stated above.
When converting VIS to RVR in circumstances other than described above, the
conversion
factors specified in the table below shall be used.
Conversion of reported meteorological visibility (VIS) to RVR/CMV
Lighting elements in operation RVR/CMV= VIS x

Day Night
HI approach and runway lights 1.5 2.0
Any type of light installation other than 1.0 1.5
above
No lights 1.0 not applicable

General Page 8-32
Effect on landing minima of temporarily failed or downgraded

ground equipment
General
These instructions are intended for use both pre-flight and in-flight. It is however not
expected that the commander would consult such instructions after passing 1 000 ft
above the aerodrome. If failures of ground aids are announced at such a late stage,
the approach could be continued at the commander’s discretion. If failures are
announced before such a late stage in the approach, their effect on the approach
shall be considered as described in the table below, and the approach may have to
be abandoned.
Conditions applicable to the table below:

• multiple failures of runway lights other than indicated in this table shall not be
acceptable;
• deficiencies of approach and runway lights are treated separately, and;
• failures other than ILS, MLS affect RVR only and not DH.

General Page 8-33
Failed or downgraded equipment – effect on landing minima Operations

without a low visibility operations (LVO) approval
Failed or downgraded Effect on landing minima

equipment CAT I APV, NPA
ILS / MLS stand-by
No effect
transmitter
Not allowed APV – not applicable
except if NPA with FAF: no effect unless
Outer marker replaced by used as FAF
height check at If the FAF cannot be identified:
1 000 ft NPA cannot be conducted
Middle marker No effect No effect unless used as MAPt
RVR assessment systems No effect
Approach lights RVR as in table below for NALS
Approach lights except the
RVR as in table below for BALS
last 210 m
Approach lights except the
RVR as in table below for IALS
last 420 m
Standby power for
No effect
approach lights
Edge lights, threshold lights Day – no effect
and runway end lights Night – not allowed
No effect if
flown with F/D
or autoland
Centreline lights No effect
otherwise
750 m RVR
Centreline lights spacing
No effect
increased to 30m
No effect if
flown with F/D
or autoland
Touchdown zone lights No effect
otherwise
750m RVR
Taxiway lighting system No effect

General Page 8-34
Approach lighting systems – ICAO, FAA

The following table provides a comparison of ICAO and FAA specifications.
Approach lighting systems

Class of lighting
Length, configuration and intensity of approach lights
facility
ICAO: CAT I lighting system (HIALS ≥ 900 m) distance coded

centreline, barrette centreline
FALS
FAA: ALSF1, ALSF2, SSALR, MALSR, high or medium intensity
and/or flashing lights, 720 m or more
ICAO: simple approach lighting system (HIALS 420 – 719 m)
single source, barrette
IALS
FAA: MALSF, MALS, SALS/SALSF, SSALF, SSALS, high or
medium intensity and/or flashing lights, 420 – 719 m
Any other approach lighting system (HIALS, MALS or ALS 210-
419 m)
BALS
FAA: ODALS, high or medium intensity or flashing lights 210 –
419 m
Any other approach lighting system (HIALS, MALS or ALS <210
NALS
m) or no approach lights
Note:
ALSF: approach lighting system with sequenced flashing lights;
MALS: medium intensity approach lighting system;
MALSF: medium intensity approach lighting system with sequenced flashing lights;
MALSR: medium intensity approach lighting system with runway alignment indicator
lights;
ODALS: omnidirectional approach lighting system;
SALS: simple approach lighting system;
SALSF: short approach lighting system with sequenced flashing lights;
SSALF: simplified short approach lighting system with sequenced flashing lights;
SSALR: simplified short approach lighting system with runway alignment indicator
lights;
SSALS: simplified short approach lighting system.
SBAS operations
Not applicable.

General Page 8-35
8.1.4 En-route operating minima for VFR flights or VFR

portions of a flight
Refer to OM part B for specific company approvals.
The requirements for en-route weather minima for VFR portions of a flight or VFR
flights are based on the following table:
Airspace Flight
Altitude band Distance from cloud
class visibility
1500m horizontally
At and above 10 000ft MSL A**BCDEFG 8km
1000ft vertically
Below 10 000ft MSL and
above 3000ft MSL, or above 1500m horizontally
A**BCDEFG 5km
1000ft above terrain 1000ft vertically
whichever is higher
1500m horizontally
At and below 3000ft MSL, or A**BCDE 5km
1000ft vertically
1000ft above terrain
Clear of cloud and with the
whichever is the higher FG 5km*
surface in sight
* when so prescribed by the appropriate ATS authority flight visibilities reduced to

less than 1500 m may be permitted for flight operating:
• At speeds that, in the prevailing visibility, will give adequate opportunity to
observe other traffic or obstacles in time to avoid collision;
• 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 only and do not
imply acceptance of VFR flight into class A airspace.
8.1.5 Presentation and application of aerodrome and

enroute operating minima
Aerodrome and en-route operating minima are provided by the chart provider. An
explanation is available in the manual of the chart provider.
Refer to OM part C for the approved chart provider.

LVO and RNAV approaches may be performed in accordance with applicable OM
part B.
In some states CAT IIIB approaches with no DH are not recognized. In these cases
a DH of 15ft shall be used when no DH is published.
Refer to OM part B for specific company approvals.

General Page 8-36
For failed or downgraded equipment refer to chapter 8.3.0 or 8.4.
CDFA minima increment

There is no increment required to the published MDA / MDH*.
*or DA / DH as published by the chart provider
8.1.6 Interpretation of meteorological information
8.1.6.1 Explanatory material on the decoding of

meteorological forecasts and reports
Explanatory material is described in the manual of the chart provider.

General Page 8-37
8.1.6.2 Interpretation of conditional expressions

General Page 8-38
8.1.7 Determination of the quantities of fuel and oil to

be carried
General fuel policy

The commander shall only commence a flight or continue in the event of in-flight
replanning when satisfied that the aeroplane carries at least the planned amount of
usable fuel to complete the flight safely, taking into account the expected operating
conditions.
The standard fuel policy is the “Basic procedure”.
The fuel calculation is performed by the GOC taking into account the requirements
below. The commander shall verify and correct (if required) the fuel calculated in the
OFP taking into account the latest available ZFW and expected routing.
8.1.7.1 Terminology
Taxi fuel
The amount of fuel, expected to be used prior to take-off. Local conditions at the
departure aerodrome and auxiliary power unit (APU) consumption shall be taken into
account.
Trip fuel
The trip fuel includes:
• fuel for take-off and climb from aerodrome elevation to initial cruising
level/altitude, taking into account the expected departure routing (SID);
• fuel for cruise from top of climb to top of descent, including any step climb/
descent;
• fuel for descent from top of descent to the point where the approach
procedure is initiated, taking into account the expected arrival procedure
(STAR);
• fuel for an approach and landing at the destination aerodrome.
Reserve fuel
Reserve fuel is fuel consisting of:
• contingency fuel;
• alternate fuel, if a destination alternate aerodrome is required;
• final reserve fuel, and;
• additional fuel, if required by the type of operation.

General Page 8-39
Contingency fuel
Factors that may influence fuel required on a particular flight in an unpredictable way
include deviations of an individual aeroplane from the expected fuel consumption
data, deviations from forecast meteorological conditions and deviations from planned
routings and/or cruising levels/altitudes.
Contingency fuel, except as provided for in RCF procedure, shall be the higher of
either:
o 5 % of the planned trip fuel or, in the event of in-flight replanning, 5 % of
the trip fuel for the remainder of the flight;
o 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
that a fuel en-route alternate (ERA) aerodrome is available;
o an amount of fuel sufficient for 20 minutes flying time based upon the
planned trip fuel consumption;
or:
An amount to fly for 5 minutes at holding speed at 1500 ft, above the destination
aerodrome in standard conditions.
Alternate fuel
Alternate fuel shall include:
• fuel for missed approach from the applicable minima at the destination
aerodrome to missed approach altitude, taking into account the complete
missed approach procedure;
• fuel for climb from missed approach altitude to cruising level/altitude taking
into account the expected routing;
• fuel for cruise from top of climb to top of descent taking into account the
expected routing;
• fuel for descent from top of descent to the point where the approach is
initiated, taking into account the expected arrival procedure;
• fuel for executing an approach procedure and landing at the destination
alternate aerodrome selected.
Where two destination alternate aerodromes are required, the fuel shall be sufficient
to proceed to the alternate aerodrome that requires the greater amount of alternate
fuel.
Final reserve fuel

The fuel to fly for 30 minutes at holding speed at 1500 ft above aerodrome elevation
in standard conditions, calculated with the estimated weight on arrival at the
destination alternate or at the destination, when no destination alternate is required.

General Page 8-40
Additional fuel
The minimum amount of additional fuel shall permit
• the aeroplane to descend as necessary and proceed to an adequate 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, and:
o hold there for 15 minutes at 1500 ft (450 m) above aerodrome elevation in
standard conditions, and;
o make an approach and landing
except that additional fuel is only required, if the fuel remaining at the critical
point(s), calculated is not sufficient for such an event, and;
holding for 15 minutes at 1500 ft above aerodrome elevation at ISA conditions,

when a flight is operated without a destination alternate aerodrome.
Extra fuel
Extra fuel is fuel taken at the discretion of the commander.
8.1.7.2 Basic procedure

The required block fuel is the sum of:
• taxi fuel;
• trip fuel;
• alternate fuel (if required);
• final reserve fuel;
• additional fuel (if required);
• extra fuel (if required).
8.1.7.3 Reduced contingency fuel (RCF) procedure

When planning to a destination 1 aerodrome (commercial destination) with an RCF
procedure using a decision point along the route and a destination 2 aerodrome
(optional refuel destination), the amount of usable fuel, on board for departure, shall
be the greater of case A or B:

General Page 8-41
Case A
Case A is the sum of:
• taxi fuel;
• trip fuel to destination 1 aerodrome, via the decision point;
• contingency fuel: 5% of the estimated fuel consumption from the decision
point to the destination 1 aerodrome;
• alternate fuel (if required);
Case B
Case B is the sum of:
• taxi fuel;
• trip fuel to the destination 2 aerodrome, via the decision point;
• contingency fuel equal to not less than the amount, calculated in accordance
with the contingency fuel requirement above, from departure aerodrome to the
destination 2 aerodrome;
• alternate fuel, if a destination 2 alternate aerodrome is required;
8.1.7.4 Predetermined point (PDP) procedure

The pre-determined point (PDP) procedure shall only be used if the distance
between the destination aerodrome and the destination alternate aerodrome is such
that a flight can only be routed via a predetermined point to one of these aerodromes.
The amount of usable fuel, on board for departure, shall be the greater of case A or
B:
Case A
Case A is the sum of:
• taxi fuel;
• trip fuel to the destination via the predetermined point;
• additional fuel not less than the fuel to fly for 2 hours at normal cruise
consumption above the destination (this shall not be less than final reserve
fuel).
Case B
Case B is the sum of:

General Page 8-42
• taxi fuel;
• trip fuel to the destination alternate via the predetermined point;
• additional fuel not less not less than the fuel to fly for 30 minutes at holding
speed at 1500ft above the destination alternate aerodrome elevation in
standard conditions (this shall not be less than final reserve fuel).
8.1.7.5 Isolated aerodrome procedure

Before planning to an isolated aerodrome, the aerodrome shall be approved by the
competent authority. Approval of isolated aerodromes is mentioned in the AQB. The
last possible point of diversion to any available en-route alternate aerodrome shall be
used as the pre-determined point. See paragraph above for the PDP procedure.
8.1.7.6 Tankering fuel

The GOC will automatically calculate when tankering fuel is economically viable. The
commander may also be asked to take tankering fuel where there are fuel shortages
or for other operational reasons. In all cases, following points shall be considered
before tankering:
• landing weight restrictions;

• missed approach climb gradient restrictions;
• if take-off or landing is anticipated on a contaminated or icy/slippery runway,
tankering solely for economic reasons shall not be considered.
• loading fuel in excess of the fuel required for the subsequent sector is rarely
economic and shall not be calculated manually;
• when planning tankering, the GOC does not consider cold-soaked fuel
frost/ice formation. Consideration shall be given to the formation of upper wing
surface frost/ice in the vicinity of the fuel tanks. Factors affecting cold-soaked
fuel wing frost/ice are as follows:
o temperature of uplifted fuel;
o TAT/OAT at cruise altitude and the length of flight;
o OAT at destination aerodrome, especially if the relative humidity is high.
It is the commander's responsibility to determine whether and how much tankering is

appropriate in any given circumstance. When tankering fuel, remain vigilant for a
situation where the next crew may be operating into or from a performance limiting
runway.
In summary, GOC makes the economic decision to tanker, but the commander
makes the operational decision.

General Page 8-43
8.1.7.7 Company fuel

Company fuel added to the OFP at the planning stage for certain destinations or
routes as decided by the company. Company fuel caters for special circumstances
on the route flown or at the destination such as ATC restrictions, delays, etc.
Carriage of Company Fuel is not normally mandatory unless otherwise notified, and
may be reduced at the discretion of the commander.
When the carriage of company fuel is mandatory, for example to cope with fuel
restrictions at the destination, it will be noted on the OFP and has priority over
payload.
8.1.7.8 Fuel recording / logging

Adjusted fuel figures shall be recorded on the OFP.
Fuel figures shall be recorded as described in chapter ATL.
8.1.7.9 Planned operating conditions

The operating conditions under which the flight is to be conducted:
Realistic aeroplane fuel consumption data

Fuel calculations shall be based on the relevant aeroplane manufacturer’s data.
The OFP fuel calculation is adjusted according to the aeroplane individual fuel bias.
OFP fuel calculation adjusted for a CDL item will be stated on the OFP.
Anticipated weights
The latest estimated ZFW available or actual ZFW shall be used for the
determination or the amendment of the final fuel requirement figures.
Expected meteorological conditions

The most appropriate forecast for the route shall be used, considering the validity
time of the forecast and the time span of the flight.
Selection of flight levels

Flight levels shall be optimised taking into account aeroplane performance and
favourable winds.
Air Traffic Services procedures

Fuel calculations are based on published ATS-routings and distances. For detailed
description refer to chapter 8.1.10.
8.1.7.10 Oil
Refer to OM part B

General Page 8-44
8.1.8 Mass and Centre of Gravity

Note: the term ‘weight’ will be used instead of ‘mass’ for concurrence with other parts
of the OM.
General
Before every sector the commander shall ensure that:
• a load sheet is prepared and verified according to the requirements below;
• during any phase of operation, the loading, weight and centre of gravity of the
aeroplane complies with the limitations specified in the OM part B;
• a signed copy of the load sheet is kept on board and stored in the flight
envelope;
• a (digitally) signed copy of the load sheet is retained on the ground before the
flight;
• the person supervising the loading of the aeroplane shall confirm by hand
signature, or electronic equivalent, that the load and its distribution are in
accordance with the mass and balance documentation (load sheet or Loading
Instruction Report form) given to the commander. The commander shall
indicate his acceptance by hand signature or electronic equivalent.
• reliable data concerning block fuel, weight and distribution of the passengers,
baggage and cargo has been received from the ground handling staff, by
means of:
o an electronic loadsheet, or
o a paper loadsheet, using the MAB tool.
• at non computerised stations a paper loadsheet is prepared using the MAB
tool from the onboard laptops;
• any last minute change (LMC) that occur after the completion of the loadsheet,
are within the allowable LMC limits and entered on the loadsheet.
8.1.8.1 Acceptance of the load sheet

The load sheet shall be verified as described in OM part B.
Before accepting a load sheet the commander shall verify the following general data:
• date of flight;
• flight number;
• aeroplane registration;
• DOW and DOI;
• fuel values.
The commander shall check that the data is within the operational limits and
applicable for the flight to be performed.
A copy of the load sheet is handed over to the handling agent; the original is kept on
board.

General Page 8-45
Acceptance of a MAB tool / EDP / manual load sheet

At most destinations an electronic load sheet (EDP) is prepared by the handling
agent. If an EDP load sheet is not available, the FCM shall prepare a MAB tool /
manual load sheet.
The commander shall sign the load sheet. A copy of the load sheet is handed over to
the handling agent; the original is kept on board.
For verification procedures of the load sheet, refer to OM part B.
Acceptance of an ACARS load sheet

An ACARS load sheet shall not be accepted
8.1.8.2 Policy for the use of standard weights
Weight values for passengers

The normal procedure is to use the following standard weights for passengers. The
standard weights for passengers include hand baggage and the weight of any infant
below two years of age carried by an adult on one passenger seat. Normally holiday
charter weights shall be used unless otherwise notified to the commander.
Passenger Weight Values (kg, Including hand baggage)
All flights except holiday

Passenger Category Holiday charters (3)
charters
Adult (1) 84 76
Male (1) 88 83
Female (1) 70 69
(2)
Child (2-12 yrs) 35 35
(2)
Infant (0-2 yrs) 0 0
Notes:
(1) If no male/female breakdown is available, adult weights shall be used.
(2) Infants occupying separate passenger seats are considered as children.
(3) A holiday charter is a flight where the entire passenger capacity is hired by one
or more charterer(s) for the carriage of passengers on a round trip basis for
holiday purposes.

General Page 8-46
The holiday charter weight values apply provided that not more than 5% of
passenger seats installed in the aeroplane are used for the non-revenue carriage
of certain categories of passengers.
Weight values for baggage

The procedure is to use standard weights for baggage, unless actual weights are
available.
Standard Weight Values for (checked) Passenger baggage
Area of operation Weight (kg)
Domestic 11
European region 13
Intercontinental 15
All other 13
For the purpose of the above table:

• domestic flight means a flight with origin and destination within the borders of
one State;
• flights within the European region mean flights, other than domestic flights,
whose origin and destination are within the area specified in the picture below;
and
• intercontinental flight means flights beyond the European region with origin
and destination in different continents.

General Page 8-47
The European region:
On any flight when a significant number of passengers check in baggage that is

expected to exceed the standard baggage weight (e.g. when carrying a full load of
military personnel with heavy equipment bags), the actual baggage weight shall be
determined by weighing.
The commander shall be advised when a non-standard method has been used for
determining the weight of the load and this method shall be stated in the weight and
balance documentation.
Weight values for crew members

The following standard weights are applicable for crew and their baggage for all
flights:

General Page 8-48
Standard crew weights
FCM CCM
Including hand baggage Including hand baggage
85 Kg 75 Kg
Any additional crew baggage shall be taken into account.
8.1.8.3 Last minute changes procedure (LMC)

If any last minute change occurs after the completion of the weight and balance
documentation, this shall be entered on the weight and balance documentation.
Last minute changes are only allowed if the weight of the LMC does not exceed the
values in accordance with OM part B and no operational limitations are exceeded.
The flight crew shall recalculate take-off performance including the LMC.
8.1.8.4 Specific gravity of fuel

Refer to OM part A chapter 8.2.1 Fueling procedures - General
8.1.8.5 Seating policy / procedures

Passenger seats shall be allocated to ensure that the aeroplane remains within
centre of gravity limits.
CCMs shall ensure that all passengers are seated in accordance with their seat
allocation for takeoff. When this is not achieved the commander shall be informed
Free seating
When free seating is used the commander shall instruct the SCCM to check if the
passengers are equally divided among and within the cabin section(s).
The commander shall instruct the SCCM to re-seat passengers so as to create the
actual seating distribution in compliance with the assumed distribution on the load
sheet.
8.1.8.6 Effect of passenger redistribution in flight

CCMs shall ensure that all passengers are seated in accordance with their seat
allocation for landing, or alternatively evenly distributed in the cabin. When this is not
achieved the commander shall be informed.

General Page 8-49
8.1.9 ATS flight plan

An ATS flight plan shall be filed for each flight.
GOC is responsible for filing the ATS flight plan and for obtaining a CTOT (when
required).
A copy of the accepted ATS flight plan with, any modifications to the filed flight plan
shall be carried aboard. The ATS flight plan is part of the OFP.
8.1.10 Operational flight plan (OFP)
8.1.10.1 Flight crew responsibilities

Before each flight an OFP shall be prepared by the GOC . The OFP shall be checked
by both FCMs and shall be accepted and signed (digitally as applicable) by the
commander before departure.
To avoid the risk of departing on an outdated flight plan routing, the latest OFP
release and sequence numbers may have to be confirmed with GOC. The OFP is
available 4 hours before STD. If any changes occur after the release, GOC will
inform OCC. If applicable, the FCM will be contacted via mobile phone or ACARS.
All OFP entries shall be made at the time and be permanent in nature.
Departure, arrival and oceanic clearances shall be recorded as follows:

• on the paper OFP, or Leg Notes as applicable, or;
• printed if received via ACARS, or;
• stored electronically in the EFB.
Except if ATIS is available by ACARS, departure and/or arrival ATIS shall be noted
on the OFP.
The lay-out of the OFP may differ slightly for different types of aeroplanes.

General Page 8-50
8.1.10.2 Description of the OFP

General Page 8-51

General Page 8-52
General
Plan Number:

General Page 8-53
The Plan Number is the unique ID of the flight plan. The number is shown on top at
at the end of each single flight plan part.
1A Flight Info
TOM2300 EGCC/MAN - LTAI/AYT MANCHESTER - ANTALYA
SCHEDULE 13/0810 - 13/1230Z COMPUTED 12SEP13 2034Z KGS
OFF/ON 13/0810 - 13/1146Z PROGS 1212NWS
Flight number, Departure - Destination
SCHEDULE: Schedule Time of Departure / Arrival
OFF/ON: Planned time of Departure – Arrival based on calculated EET
Flight plan computation time, weights in kgs or lbs
PROGS 1212UK
Weather forecast data used in the flight plan calculation
The PROGS day/time stamp indicates the collection date and time of the forecast
data. For example the day/time stamp 2212UK indicates that the weather data was
collected on the 22nd day of the month and is the 1200Z update of the file.
Weather data are updated four times a day (0000Z, 0600Z, 1200Z, 1800Z) and
provides a 30-hour weather window.
GTUIA BIAS +02.0% C2/10 P277/12 F10000..........
787-8 GENX-1B6 CLB 250/300/.82 DSC.82/310/250
T/O ALTN EGBB CRZ ECON/CI 22 ATC: TOM39B
Registration, SelCal Code, Fuel BIAS, A/C Type, Engine Type

ETOPS Rule ( if applicable)
T/O Alternate (if applicable)

General Page 8-54
Load Info:
C2/10 Crew Composite

P277/12 PAX Number, total/children
F000200 Cargo in kgs
Note: Individual design per airline might be possible
CLB: Climb Speed Profile

DSC: Descent Speed Profile
CRZ: Requested Speed / Cost Index for Flight Plan calculation
ATC: ATC Callsign

General Page 8-55
1B INFO- / Remark / Warning Section
OFP REMARK:
Section shows Dispatcher Remarks, Route Remarks, MEL-Items and

Warnings
ATC-CLEARANCE :
ATC Clearance shall be inserted here
1C FMS Routing
Routing incl. planned Altitude Profile
Note: A “.” (dot) between the aerodromes indicates a direct is used

General Page 8-56
1D Fuel Calculation
TRIP FUEL: Trip Fuel / Time to Destination
CONT: Contingency Fuel / Time, 5%, 3%, 20 min. flight time based
(T20),
5 minutes holding minimum (H5 MIN), fixed minimum (MIN)
1ST ALTN: Alternate Fuel / Time / ICAO Code
FINAL RES: Final Reserve Fuel / Time
*ADDNAR: additional 15 min FINAL RESERVE FUEL

If flightplan is calculated without Destn.-Altn.
*MIN DIV FUEL: minimum diversion fuel, additional fuel to

reach min div fuel if set in data base
*COMP FUEL: Company Fuel, could be used for MEL-Items etc.
*CFS: Critical Fuel Shortfall (ETOPS EXTRA) including icing fuel if

required
------------
TAKEOFF: Minimum Take Off Fuel
TAXI: Taxi Fuel

------------
REQD: Required Block Fuel
EXTRA: Extra Fuel

------------
FOB: Fuel on Board
FMC RES: FMC Reserve = Minimum Diversion Fuel

(Alternate Fuel + Final Reserve)
Items with “*” will only be shown if applicable.
All times in “hhmm”.

General Page 8-57
If a flight is planned without destination alternate and the destination fulfils

requirements in accordance with OM Part A 8.1.2.3, additional Holding Fuel of 15
min will be shown as “ADDNAR”.
1E Weight Calculation
DOW: Dry Operating Weight
PLD: Estimated Payload
ZFW: Estimated Zero Fuel Weight / max Zero Fuel Weight
TOF: Take Off Fuel / max Fuel Capacity
TOW: Estimated Take Off Weight / max Take Off Weight
TF: Trip Fuel
LDW: Estimated Landing Weight / max Landing Weight
REM: Remaining Fuel
1F Additional Information
GND DIST: Ground Distance
AIR DIST: Equivalent Still Air Distance / Nautical Air Miles
G/C DIST: Great Circle Distance
GCI: Ground Distance in Percent of G/C
AVG WIND: Average Wind Component
AVG TRACK: Average True Track
ISA DEV: Average ISA Deviation
MXSH: Max Shear at Position in Waypoint+ NM in FL .
MAX FL: max planned Flight Level
ELEV: Elevation of Departure and Destination Aerodrome

General Page 8-58
1G Eco Fuel Analysis / Burn off adjustments / Fuel Summaries

SAVING PER TONNE OF EXTRA FUEL: -000090
Shows gain or loss in USD per 1000 kg extra fuel, “+” = gain, “-“ = loss
BURN OFF ADJ PER 1000 KGS TOM : P0112 KGS / M0108 KGS UP TO 5K DIFF
Trip Fuel correction per 1000 kg increased (P-Value) or decreased (M-Value) Take-
Off Weight based on same FL-Profile. Due to change of FL Profile at higher weights,
this correction shall only be used for differences up to shown weight.
BURN OFF ADJ PER 10KT HEAD WIND: P0209 KGS
Trip Fuel Correction per 10KT increased average head wind component.
FLIGHTLEVEL SUMMARY: Comparison of two lower FL Profiles
CRUISE SUMMARY: Comparison of two additional Cruise Modes
CAPT: Name of Commander

F/O: Name of First Officer
FOO: Name of Flight Operation Officer / Flight Dispatcher

General Page 8-59
2A Briefing Section
Self-explanatory, individual design per fleet
2B SID / STAR Comparison

The SID / STAR Comparison shows all available procedures to / from the planned
Transition Point. Indicated is the procedure which is used for flight planning, for all
other procedures correction values are shown.
Please note, currently the selection of the procedure is based on a preferred runway
concept. Weather and NOTAMS do not have any influence yet.
SID COMPARISON TO TRANSITION POINT DESIG
SID RWY DIST +/- TIME +/- FUEL +/-

DESI1R 23R 0 00 0 <-- Rwy 23R
DESI1S 05L - 16 - 02 - 119
DESI1Y 23L 0 00 0
DESI1Z 05R - 14 - 02 - 115
STAR COMPARISON FROM TRANSITION POINT BRONZ
STAR RWY DIST +/- TIME +/- FUEL +/-

BRON1E 18L+ 0 00 0 <-- Rwy 18L
BRON1G ALL + 18 + 02 + 148
BRON1R ALL + 23 + 03 + 189
2C Routing Section & Alternate Data

The routing section contains departure and destination aerodrome, all navaids and all
compulsory reporting points. Non-compulsory reporting points are only shown, if a
level change, an airway change or a heading change greater than 3 degrees has
occurred.
MFA AIRWAY LAT WIND GS CAS TRM DST TIMES DTG FOB
FL WAYPNT LONG TEMP SR MCH TRT ZT ETA RETA ATO TET MFRQ
N53212 022093
EGCC W002165 0336 021601
036 DESI1R N53242 28017 273 249 345 0010 1732 ------
074 D296G W002264 P005 02 CLB 343 003 .... .... .... 0003
036 DESI1R N53256 27019 274 249 346 0001 1731 ------
077 D303H W002271 P004 02 CLB 343 000 .... .... .... 0003
036 DESI1R N53296 26024 386 299 082 0010 1721 ------
124 WAL33 W002138 M002 01 CLB 080 002 .... .... .... 0005
036 DESI1R N53316 25028 415 300 083 0012 1709 ------
168 DESIG W001536 M011 02 CLB 081 001 .... .... .... 0006

General Page 8-60
036 UL603 N53251 26032 466 301 109 0023 1686 ------
250 MAMUL W001168 M029 00 CLB 106 004 .... .... .... 0010
036 UL603 N53185 27031 514 310 109 0022 1664 ------
306 LAMIX W000409 M044 01 CLB 107 003 .... .... .... 0013
028 UL603 N53111 27042 512 276 109 0025 1639 ------
356 AMVEL W000019 M056 02 CLB 108 004 .... .... .... 0017
028 UL603 28038 506 257 110 0017 1622 ------

390 TOC M062 02 CLB 108 001 .... .... .... 0018
028 UL603 N52587 28038 506 257 110 0022 1600 018720
390 DOLAS E001001 M062 02 M83 108 002 .... .... .... 0020 018228
023 UL603 N52481 29031 510 250 102 0054 1546 018191
410 ENITO E002281 M060 02 M84 101 007 .... .... .... 0027 017699
023 UL603 N52478 30029 507 250 105 0001 1545 018182
410 DIBAL E002300 M060 02 M84 105 000 .... .... .... 0027 017690
012 UL603 N52455 30029 507 250 102 0011 1534 018087
410 BUKUT E002480 M060 02 M84 102 001 .... .... .... 0028 017595
MFA: Grid MORA (see below)
FL: planned FL
AIRWAY: Name of Airway, direct segments will be shown as “..”
WAYPOINT: Name of Waypoint, Top of Climb (TOC) or Top of Descent (TOD)
LAT/LONG: Latitude / Longitude of Waypoint
WIND: average wind direction and speed between previous and

selected WP
Direction is rounded to 10° using 2 digits
Example: 23115 = direction, 23115 = speed (230°/115KT)
TEMP: average outside air temperature between previous and selected

WP
GS: average ground speed between previous and selected WP
SR: vertical shear information
CAS: Calibrated Airspeed

General Page 8-61
MCH: Mach Number
TRM / TRT: initial magnetic track / initial true track
DST / ZT: Ground Distance / Time in “hhmm”
TIMES: input by pilot, self-explanatory
DTG: remaining distance to go
TET: Total Elapsed Time in “hhmm”

(at Departure Aerodrome Total Flight Time will be shown)
FOB: remaining Fuel on Board (FOB minus burn off),

not available for climb and descent
MFRQ: Minimum Fuel Required ( remaining trip fuel + alternate fuel

+ final reserve), not available for climb and descent
In case of a FIR change, entered FIR will be shown between the Waypoints.
Alternate Data
Comparison of all selected Alternates incl. planned Alternate Route:
ALTN MFA TTK DIST COMP FL TIME ETA BURN/FMCRES DIFF

1 LTFE 126 277 0199 M019 160 0040 1226 03308/05195 -----
2 LTBS 126 263 0137 M009 080 0031 1217 02583/04471 -0725
3 LGRP 126 257 0176 M013 120 0037 1223 03066/04954 -0242
ALTN: ICAO Code of Alternate
MFA: Highest Grid MORA
TTK: avg True Track
DIST: Ground Distance to Alternate
COMP: average Wind Component
FL: max planned FL
TIME: flight time to the Alternate in “hhmm”

General Page 8-62
ETA: ETA at respective Alternate
BURN: required fuel to the Alternate
FMC RES: FMC Reserve = Minimum Diversion Fuel

(Alternate Fuel + Final Reserve)
DIFF: Difference between respective Alternate and 1st Alternate
3A Enroute Information
ENROUTE INFORMATION
WAYPOINT FREQUENCY - TEMPERATURE - WIND - WIND COMPONENT
FL 300 FL340 FL380 FL420
DOLAS P03/28025P025 P01/27030P029 M04/28039P038 M03/28033P033

ENITO P03/29022P022 P01/29028P028 M04/29036P036 M03/29031P031
DIBAL P03/30021P020 P01/30027P026 M04/30034P033 M03/30029P028
BUKUT P03/30021P020 P01/30027P026 M04/30034P032 M03/30029P028
LAMSO P03/31022P020 P01/30027P025 M04/30034P032 M03/30029P027
EVELI P03/31022P021 P01/31028P027 M04/31033P032 M03/31028P027
BASNO P03/32024P021 P01/32030P026 M04/32033P029 M03/32028P026
SUPAM P03/33029P022 P01/33034P025 M04/33035P026 M03/33030P025
SOGPO P02/34035P022 P01/34039P023 M04/34038P024 M02/33031P022
TEBRO P02/34039P021 P01/35043P022 M03/34040P023 M02/34033P021
KOMOT P02/35043P034 P01/35047P037 M03/35042P034 M01/34034P029
GMH 115.4 P02/35050P037 P01/35053P039 M02/35046P036 M01/34036P030
TESGA P01/00057P050 P01/35061P054 P00/35050P045 P01/35038P035
ESATI P01/00062P046 P01/00066P049 P02/35051P039 P02/35039P032
.
.
.
FL050 FL100 FL150 FL200

BAGLU P24/25014 P10/25018 M01/25028 M13/25039
CRD P25/26012 P11/26014 00/26024 M12/25035
SALDA P25/26009 P11/27012 00/26021 M12/26032
KOZLU P26/27008 P11/27011 P01/27020 M12/26031
BRONZ P25/27008 P12/28010 P01/27020 M12/26030
LR30D P25/27007 P12/28010 P01/27019 M12/26029
D313O P25/28007 P12/29010 P01/27019 M12/26029
D313N P25/28007 P12/29009 P01/27019 M12/26028
LRA P25/28006 P12/29009 P01/28018 M12/26028
LTAI P25/28006 P12/29009 P01/28018 M11/26027
Temperature (ISA Deviation), Wind and Wind component in four fixed flight levels
along the route between TOC and TOD

General Page 8-63
Format:
P01/30027P025 P01 Temperature (ISA DEVIATION)
P01/30027P025 30 Wind Direction rounded to the next 10 degrees
P01/30027P025 027 Wind Speed in knots
P01/30027P025 P025 wind component
Descent Information:
Temperature (OAT) and Wind according the above described Format

for FL050 / 100 / 150 / 200.
3B Aerodrome Data
ASSUMED OFF: 13/08.10

LAT/LONG ELEV AIRP TIME WINDOW FUNCTION
N5321.2 W00216.5 257 EGCC MAN DEP
N0000.9 W00000.0 ... EGBB BHX 07:52 - 09:52 DEP-ALT
N4153.9 E02408.0 ... LBSF SOF 10:23 - 12:23 ERA
N3654.0 E03047.3 177 LTAI AYT 11:07 - 13:05 DEST
N3715.0 E02740.8 21 LTFE BJV 11:46 - 13:46 DEST-ALT1A
EXTRA ALTN
LTBS DLM 11:37 - 13:37 DEST-ALT2
LGRP RHO 11:28 - 13:28 DEST-ALT3
Aerodrome information. Covers all Aerodromes used in Flight Plan.
ASSUMED OFF: 13/12.05 Assumed Take-Off Date / Time
LAT/LONG: Coordinates of Aerodrome
ELEV: Aerodrome Elevation
AIRP: Aerodrome, ICAO / IATA Indicator
TIME WINDOW: Time window in which weather forecast has to

be considered
3C ATC Flightplan
(FPL-TOM39B-IS
-B788/H-SADE2FGHIJ2J4J5M1RWXY/LB1D1

General Page 8-64
-EGCC0810
-N0469F390 DESIG UL603 DOLAS/N0479F410 UL603 ZAG UN131 NISVA N131
RODIP UN131 BRONZ
-LTAI0336 LTFE LTBS
-PBN/A1B1C1D1 DOF/130913 REG/GTUIA
EET/EHAA0029 EDVV0046 EDUU0054 LOVV0128 LJLA0139 LDZO0144 LQSB0157
LYBA0205 LBSR0226 LGGG0240 LBSR0240 LGGG0241 LTBB0251 LTAA0322
SEL/AEGH OPR/TOM PER/D TALT/EGBB RMK/RVR/75
-E/0454 P/TBN
C/CES COPNALL)
8.1.10.3 STOPS / ETOPS
STOPS / ETOPS ANALYSIS RESULTS (OFP 3)
OFP3 TOM172 EGCC-MDPC GOBYG 767-300E PLAN 3112
MOST CRITICAL FUEL SCENARIO AT: ETP04/DECOMP 2ENG FUEL EXCESS:0
EET TYP POS FOB

A/P ID/CRZ FL GCD DIVT GDIS WCP CFR ICE/PCT DFR
0158 ETP01 N4808.4W02228.8 32030

EINN ED/LRC 100 0587 0147 0607 P009 12157 393/100 12157
LPLA ED/LRC 100 0597 0147 0617 P012 11279 0/100 11279
0352 ETP02 N4200.0W04000.0 23324

LPLA ED/LRC 100 0622 0200 0642 M008 11875 0/100 11875
CYYT ED/LRC 100 0639 0200 0659 P002 11866 0/100 11866
0520 ETP03 N3554.0W05204.8 16886

CYYT ED/LRC 100 0704 0208 0724 P020 12068 0/100 12068
TXKF ED/LRC 100 0662 0209 0682 M005 12162 0/100 12162
0721 ETP04 N2501.8W06440.8 8344

TXKF ED/LRC 100 0439 0128 0459 P005 8302 0/100 8302
TNCM ED/LRC 100 0427 0128 0447 M007 8344 0/100 8344
EEP: N4941.3 W01823.1

EXP: N2431.1 W06456.2
ETOPS ENRT ALTN

EINN / SNN SUITABLE 1047/1139
LPLA / TER SUITABLE 1140/1342
CYYT / YYT SUITABLE 1342/1515
TXKF / BDA SUITABLE 1515/1641
TNCM / SXM SUITABLE 1642/1642
STOPS / ETOPS ANALYSIS RESULTS DESCRIPTION
EET: Elapsed time to Equal Time Point

General Page 8-65
TYP: Number of ETP
POS : Position in Lat / Lon
A/P: selected Enroute Alternate Aerodromes
at ETP - first line shows backward ETOPS Alternate

- second line shows forward ETOPS Alternate
ID: Procedure: ED (decompression only)

E1 (1-ENG-OUT)
EC (ETOPS-combined (decom. and 1-eng-out))
CRZ: Cruise Schedule
FL: FL for diversion
GCD: Great Circle Distance for ETP to Enroute Alternate
DIVT: Time for Diversion in HHMM for calculated Procedure
GDIS: Ground distance to enroute alternate additional Manoeuvring Distance
WCP: Average Wind Component, M= Head Wind / P = Tail Wind
CFR: Critical Fuel Required
ICE: Fuel to cover Anti Ice and Ice Drag / Percentage of Distance for
which icing conditions are considered.
DFR: Diversion Fuel Required
FOB: Fuel on board (Take Off Fuel minus Trip Fuel to ETP
ETOPS ANALYSIS RESULTS (OFP 2)
048 .. N51000 33099 445 272 251 0218 3243 035708

General Page 8-66
340 DINIM W015000 M048 05 M78 245 030 .... .... .... 0113 033515
EGGX
010 .. N49413 32065 443 272 246 0152 3091 034048
340 EE/EINN W018231 M046 01 M78 238 020 .... .... .... 0133 031855
010 .. N49000 32065 443 272 246 0076 3015 033218

340 4920N W020000 M046 01 M78 238 010 .... .... .... 0143 031025
ETP N48084 0111/0364 032030

1 W022288 012157
010 .. N45000 31046 443 271 250 0475 2540 028128

340 4530N W030000 M045 00 M78 240 065 .... .... .... 0248 025935
LPPO
ETP N42000 0472/0000 023324
2 W040000 011875
010 .. N42000 16030 452 259 261 0472 2068 023323

360 4240N W040000 M051 01 M78 248 062 .... .... .... 0350 021129
KZNY
.
.
.
ETP N25018 0118/0033 008344
4 W064408 008344
010 .. N24311 26015 446 248 219 0151 0432 008045

380 EX/TNCM W064562 M053 00 M79 205 020 .... .... .... 0726 005853
010 .. N22022 26015 446 248 219 0164 0268 006572

380 HANCY W066102 M053 00 M79 205 022 .... .... .... 0748 004380
TJZS
ETOPS Entry / Exit Point
EE/EINN ETOPS Entry Point incl. last non-etops aerodrome
EX/TNCM ETOPS Exit Point incl. last non-etops aerodrome
Equal Time Points
ETP Equal Time Point incl. reference number for

1 ETOPS analysis on OFP 3
0334/0007 Distance from previous / to next on the OFP

shown Waypoint
32030 Fuel on Board (FOB)12150

highest Diversion Fuel Required (DFR)

General Page 8-67
8.1.11 Aircraft Technical Log (ATL)
LEFTHAND PART

General Page 8-68
RIGHTHAND PART

General Page 8-69
Procedures for aircraft technical log (ATL)

Prior to each flight the commander shall verify that the aeroplane’s technical status is
acceptable for the intended flight.
Preflight check
The FCM performing the exterior inspection or the commander shall sign in this area
to certify that the exterior inspection was carried out in accordance with OM part B.
A/C acceptance & Log verified

By signing in this area the commander accepts the aeroplane in accordance with the
technical status. This sheet certifies that all FCM entries on this ATL sheet are
correct.
General items
On each flight all general items shall be filled in. Date, aeroplane type, registration,
flight number, stations, block time and airborne time shall be filled in.
When an extra ATL sheet is used for additional flight entries, only date and
registration is required.
Take-off performance
When requested by maintenance, take-off performance data shall be filled in.
Engine monitoring
Except when requested by maintenance, engine monitoring is only applicable to
aeroplanes where ACARS is not installed or unserviceable. Engine monitoring is
required to be noted once per flight (a flight can comprise of more than one sector).
Fuel
Each flight uplift, total and remaining fuel shall be filled in:
• Uplift: fuel ticket x density.
• Total & remaining: fuel gauges.
Engine & APU oil uplift

If oil is added, an engineer will fill in the quantity added in quarts.
ETOPS status
Prior to each ETOPS flight this field needs to be filled in to indicate the ETOPS status
of the aircraft. When nothing is filled in the aeroplane is considered to be non-
ETOPS.
Ground de-icing / anti-icing

The de-icing fluid code includes fluid classification, concentration, time of starting the
treatment and date. This information shall also be noted on the ATL. Protection
period is measured from the time of treatment start.

General Page 8-70
Example 1: ISO TYPE I 25/75 06:30H

Example 2: ISO TYPE II 100/0 06:00H
The mix ratio is by volume with the de-icing fluid quoted first, thus a 25/75 mix
contains 25% de-icing fluid and 75% water. When the mix used differs from those
tabulated, use the next lower concentration code, e.g. an 80/20 mix shall be coded
75/25. Only the fluid percentage shall be noted on the ATL.
Inspection
Each time an inspection was carried out (e.g.: daily inspection) an engineer will fill in
this area and sign to release the aircraft to service.
Flight or ground entries

A clear and detailed description of any defect of the aircraft shall be noted in this
area. Each entry shall be written in capital letters. Each malfunction has to be
reported in a different box. In case more than one page is required for the same flight
the phrase “CONTINUED ON ATL N° xxxx” shall be used. When there is nothing to
report this shall be indicated by using the phrase “NIL” or words of similar meaning.
For each entry the aerodrome IATA code shall be filled in even if there is nothing to
report.
When reporting malfunctions always give a factual description of all technical

problems, even if the problem is intermittent or disappeared after the flight. Verbal
reports to the next crew or to the engineers do not replace the above requirement. If
you have an issue “for info only” at a station without engineer, don’t write anything.
Just make a normal entry at the next station where routine maintenance is available.
Each time an ASR-TFIR was filed this shall also be noted in the ATL by filling in the
reference number in the appropriate box. Each time a TFIR was filed the aeroplane
loses its certificate of airworthiness and can only be released by a qualified engineer.
During ground-/flight tests and training flights the number of flight cycles and landings
shall be noted.
During ground or flights operations, events may occur which require a maintenance
inspection after flight:
• hard landing
• severe turbulence
• overspeed:
Vmo/Mmo exceedance >20 knots
Vfe exceedance >15 knots
Landing gear limit speed exceedance
Tire speed exceedance
• high-energy stop
• lightning strike
• extreme dust

General Page 8-71
• tailstrike
• overweight landing
• any event the pilot feels a maintenance inspection could be needed (e.g.
overly aggressive pitch up during a TCAS or terrain avoidance manoeuvre.)
If in doubt, the best course of action is to report it.
Corrective action taken

This area comprises of 5 columns: corrective action taken, components removed,
components installed, engineer and certificate to release (SIGN.).
Each time a corrective action was performed this action shall be described in this
area. If any components are installed or removed this shall also be noted. When no
corrective action is performed the phrase “Noted” shall be written in this area. Only
engineers are allowed to write anything in this area.
Before each flight which has a flight or ground entry on the previous ATL the
aeroplane needs to be released to service. The engineer does this by placing a
signature in the “SIGN” column on the ATL with flight or ground entries. If no
engineer is available, the commander can release an aeroplane according MEL. In
this case, he has to write following statement in the flight or ground entries below the
related problem: “DISPATCHED PER MEL” with the MEL reference number.. When
no corrective action is required (e.g. “NIL”) a FCM may accept the ATL without a
signature in this box.
Procedures for cabin technical log (CTL)

All cabin items (safety and comfort items) shall be written up in the CTL (Cabin
Technical log).
All safety items need to be entered also in the ATL (Aeroplane technical log). Safety
items are entered both in the CTL and in the ATL.
To make sure that safety items are entered in the ATL, the SCCM communicates to
the commander all CTL entries. The commander then decides what items are safety
related and makes the appropriate entry in the ATL.
Procedures when having defects

Communicate all defects ASAP to Tec4Jets MOCC via (V)HF, ACARS or phone.
Although T4J MOCC tries to dispatch an engineer for all arrivals, this can not be
guaranteed for every turnaround. In order not to surprise the next crew, be sure
MOCC is aware of every ATL entry.
If the MEL mentions (O) or (M), refer to the DDG. (M) symbol indicates a requirement
for a specific maintenance procedure that must be accomplished by a qualified
engineer prior to operation, thus the commander can not accept the aeroplane.

General Page 8-72
Procedures not requiring specialized knowledge or skill, or not requiring the use of
tools or test equipment may be accomplished by a FCM in agreement with qualified
maintenance personnel.
Acceptable deferred defects sheet (ADDS)

Each time a defect cannot be solved, the rectification may be deferred within the limit
of the MEL category and the ADD sheet shall be filled in. The concerning defect will
refer to this ADD report and will be signed off. Any ‘non-MEL’ deferred defect that
may impact flight operations must also be copied on the ADD sheet and shall be
marked ‘non-MEL’ in the category column. The purpose of the ADD. is to give the
aircraft commander all necessary details and sequences of the defect rectification
process (trouble shooting).
Defects for which the parts have been duly ordered but are not available in time, or
for which the trouble shooting process did not rectify the defect yet, MEL time limits
can be exceeded. After acceptance by flight ops the defect will be deferred to a new
ADD report. A detailed procedure can be found in the CAME.
Validity of daily check

Refer to OM part B.
8.1.12 List of documents, forms and additional

information to be carried
The following documents, manuals and additional information shall be carried on
each flight, as originals or certified copies unless otherwise certified.
8.1.12.1 Aeroplane documents

The original documents or certified paper copies thereof belonging to the respective
aeroplane shall be carried on each flight and shall be arranged in the following
descending order:
• Original Certificate of Registration

• Noise Certificate (if applicable)
• A certified true copy of the Air Operator Certificate
• Original Aircraft Radio License
• Original Certificate of Airworthiness
• third party Liability Insurance Certificate(s)
• the operations specifications relevant to the aeroplane type, issued with the
AOC.

General Page 8-73
8.1.12.2 FCM documents / equipment
Documents
On each flight the following documents shall be carried:
• valid licence with appropriate ratings;
• valid medical certificate;
• passport* (> 6 months validity) with visa (if required);
• all company and/or aerodrome ID (if required) cards issued;
• vaccination card (if applicable).
* Flights without passport can be made after approval by the company. If no

passport is carried a relevant, where applicable national ID card shall be carried.
Equipment
If required by the medical certificate extra corrective lenses.
On each flight the following equipment should be carried:

• company laptop with fully charged battery and charger;
• mobile phone (fully charged);
• sunglasses;
• flashlight;
• kneeboard for flight plan (first officer only).
8.1.12.3 CCM documents

On each flight the following documents shall be carried:
• valid cabin crew attestation;
• passport* (> 6 months validity) with visa (if required);
• all company and/or aerodrome ID (if required) cards issued;
• vaccination card (if applicable).
* Flights without passport can be made after approval by the company. If no

passport is carried a relevant national ID card shall be carried.
8.1.12.4 Manuals to be carried

The parts of the operations manual relevant to the duties of the crew shall be carried
and be easily accessible to the crew.
Note: Relevant Airplane Flight Manual (AFM) information is available in the
operations manual, and therefore the AFM is not required to be carried.
The company has a CAA letter approving the removal of printed documents.
The parts of the operations manual as described below shall be carried on board in
paper format.

General Page 8-74
OM part B
• OM part B
• FCOM Volume 1
• QRH with operational procedures (1 minimum)*
* On Boeing aeroplane normally 2 are on board.
OM part C
Only the charts applicable for the flight are required to be on board (current and
suitable aeronautical charts for the route of the proposed flight and all routes along
which it is reasonable to expect that the flight may be diverted). This shall include any
conversion tables necessary to support operations where metric heights, altitudes
and flight levels are used.
SEP
SEP with the aeroplane type related chapter included.
8.1.12.5 Additional information and forms to be

carried
The following additional information shall be carried on board in paper format or
digitally:
• the journey log;
• the Aircraft Technical Log;
• current and suitable aeronautical charts for the route of the proposed flight and
all routes along which it is reasonable to expect that the flight may be diverted;
• appropriate notices to airmen (NOTAMs) and aeronautical information service
(AIS) briefing documentation;
• appropriate meteorological information;
• cargo and/or passenger manifests, if applicable;
• weight and balance documentation;
• OFP, including ATS flight plan;
• notification of special categories of passenger (SCPs) and special loads, if
applicable, and;

General Page 8-75
• any other documentation that may be pertinent to the flight or is required by

the States concerned with the flight.
The following additional information shall be carried on board in paper format:

• The ATL;
• cargo and/or passenger manifests (if applicable);
• The OFP;
• notification of special categories of passenger (SCPs) and special loads, if
applicable, and;
• any other documentation that may be pertinent to the flight or is required by
the States concerned with the flight.
Information to be retained on the ground

The GOC is responsible for the following documents to be retained on the ground
before departure
• a copy of the OFP;
• route-specific NOTAM documentation if specifically edited by the operator.
Additionally, the commander is responsible for the following documents to be

retained on the ground before departure:
• a copy of the relevant ATL page(s);
• special loads notification (if applicable);
• security check form.
8.1.12.6 Loss or theft of documents

In case of loss or theft of documents specified in the list below, the operation may
continue until the flight reaches its destination or a place where replacement
documents can be provided:
• the original certificate of registration;
• the original certificate of airworthiness (CofA);
• the noise certificate, including an English translation, where one has been
provided by the authority responsible for issuing the noise certificate;
• a certified true copy of the air operator certificate (AOC);
• the operations specifications relevant to the aeroplane type, issued with the
AOC;
• the original aeroplane radio licence;
• the third party liability insurance certificate(s).

General Page 8-76
Ground handling instructions Version 10
8.2 Ground handling instructions
8.2.1 Fuelling procedures
General
The flight crew or fueling supervisor shall:
• verify that the fuel grade is acceptable (refer to OM part B for acceptable fuel
grades);
• verify the uplift + remaining fuel from previous flight with the aeroplane fuel
gauges:
o uplift = fuel receipt volume x specific gravity*;
• sign the fuel receipt and keep a copy;
• note the fuel figures in the ATL and/or electronic equivalent.
* The specific gravity shall be given to or requested by the flight crew or fuel
overseer. If received verbally or on the back side of the fuel receipt, it shall be noted
on the front page of the fuel receipt. If no specific gravity is given, 0.8 kg/l shall be
used.
8.2.1.1 Safety precautions

Safety precautions shall always be taken to preclude the possibility of fire during
fuelling procedures.
For aeroplane related limitations and/or precautions, refer to OM part B.
General
• No open flame or smoking is permitted in and around the aeroplane;
• fuelling operations during thunderstorms are prohibited;
• fuelling operations inside a hangar are prohibited;
• fuelling operations and APU shall be stopped in case of fuel spillage;
• PED (e.g. mobile phones) shall not be used on the apron during fuelling.
• oxygen systems shall not be replenished;
• HF transmissions are prohibited.
Ground equipment precautions

• The fuel truck shall be parked so that driving away in forward direction is
possible at all times and the driveway shall not be blocked by other
equipment;
• a bonding connection shall be made between the aeroplane and the fuel truck;

General Page 8-77
• the connection or disconnection of any aeroplane electrical equipment,

including GPUs, batteries and battery chargers, is not permitted within 6
metres of the filling and venting points on the aeroplane, and fuelling vehicle;
• any mobile equipment shall not be positioned within an area with a radius of at
least 3m or as specified by local regulations, from filling and venting points on
the aeroplane, fuelling vehicle and within the hydrant pits;
• a mobile GPU shall be started before or after fuelling operations;
• the fuelling supervisor will not allow the fuelling hose to be pressurized until all
personnel are clear of the fuelling panel.
8.2.1.2 Re/defuelling procedures with passengers

embarking, on board or disembarking
General
The commander of the flight will decide whether to let the passengers embark, stay
on board or disembark during re/defuelling operations.
The commander shall check with the handling agent for local aerodrome restrictions.
The local handling agent shall provide the information, including all restrictions (fire
services, equipment, etc.), to the commander.
Ground operations precautions

• The notification of the fire services is required (depending on local regulations
presence of the fire services next to the aeroplane may be required);
• passengers embarking or disembarking the aeroplane via the apron shall be
moved via a safer route and remain clear of the fuelling area or other ground
operations in progress. Either the route shall be clearly marked and a
responsible person stationed to supervise passengers' movements, or
passengers shall be escorted in manageable groups to and from the
aeroplane;
• all exits shall be unobstructed;
• a combination of fuelling, catering activities and boarding is not authorized;
• with an open door, passenger steps or air bridge shall be available at the
aeroplane;
• the ground area beneath the exits intended for emergency evacuation and
slide deployment shall be kept clear (no blockage allowed by ground
equipment).
Crew precautions
• At least one FCM shall remain on the flight deck;
• a two-way communication shall be established and shall remain available by
the aeroplane interphone system or other suitable means as decided by the
commander between the person supervising the re/defuelling and the FCM on
board the aeroplane;

General Page 8-78
• crew, personnel and passengers shall be informed that re/defuelling will take
place;
• the Commander will ensure that all persons are aware of the safety tasks;
• ‘FASTEN SEAT BELT’ signs shall be OFF;
• ‘NO SMOKING’ signs shall be ON (if installed), together with interior lighting to
enable emergency exits to be identified;
• the SCCM shall instruct passengers to unfasten their seat belts;
• CCMs have to observe that the ‘NO SMOKING’ rule and the ban on the use of
any sources of ignition (matches, lighters, switches, etc.) are strictly observed;
• the minimum required number of cabin crew (refer to chapter 4 and OM part B
for detailed information) shall be on board and be prepared for an immediate
emergency evacuation;
• if the presence of fuel vapour is detected inside the aeroplane, or any other
hazard arises during re/defuelling, fuelling operations shall be stopped
immediately;
slide deployment areas shall be kept clear;
• provision is made for a safe and rapid evacuation;
• the SCCM, who shall be positioned in the vicinity of the main door during
re/defuelling, shall be responsible for notifying the commander immediately,
should the presence of any fuel vapour be detected in the aeroplane interior,
or any other hazard arises. All other available CCMs shall be stationed at their
respective door / exit during the re/defuelling and shall be prepared for an
evacuation;
• every cabin section / compartment shall be attended by a qualified crew
member;
• any activity inside the cabin (catering, cleaning, etc.) that can hinder the
evacuation shall be stopped immediately as the escape path shall be kept
free;
• doors will be open if stairs or jetways are in position for disembarking. These
doors may be partially closed for climatic reasons if necessary;
• if intended to disembark passengers disembarkation shall have started prior to
commencing refuelling.
Supervising fuelling operations

The commander shall designate a fuelling supervisor for fuelling operations with
passengers embarking, on board or disembarking and shall be one of the following:
• any FCM authorized by the commander, or;
• licensed personnel when available.
Precautions and duties of the fuelling supervisor

When re/defuelling with passengers embarking, on board or disembarking is taking
place the following precautions shall be taken by the fuelling supervisor:

General Page 8-79
• the fuel truck driver shall be informed that passengers are on board,
embarking or disembarking;
• notification of the fire services is required (depending on local regulations
presence of the fire services next to the aeroplane may be required);
• a two-way communication shall be established and shall remain available by
the aeroplane interphone system between the ground crew supervising the
fuelling operations and the FCM on the flight deck of the aeroplane;
• to establish a two-way communication:
o plug in a (company) headset in an external power receptacle which is
located so that fuelling operations can be properly supervised;
o perform a test to verify proper operation;
o ensure that the headset remains available as long as the re/defuelling
operation is not complete;
• the fuelling supervisor shall remain on the ramp, in close proximity to the
fuelling point throughout the re/defuelling process;
• if a hazard arises during re/defuelling, ensure that fuelling is stopped
immediately and the FCM on the flight deck is informed;
• with an open door, passenger steps or air bridge shall be available at the
aeroplane;
slide deployment shall be kept clear (no blockage allowed by ground
equipment);
• passengers embarking or disembarking the aeroplane via the apron shall be
moved via a safer route and remain clear of the fuelling area or other ground
operations in progress. Either the route shall be clearly marked and a
responsible person stationed to supervise passengers' movements, or
passengers shall be escorted in manageable groups to and from the
aeroplane;
• a combination of re/defuelling operations, catering activities and boarding is
not authorized;
• when the supervising FCM is required to return to the flight deck during the
fuelling process, appoint and brief a qualified ground crew member as
supervisor;
• when re/defuelling is complete, verify that the fuel uplift is correct and return
the company headset (if applicable) to the flight deck.
Duties of the FCM on the flight deck

When re/defuelling with passengers embarking, on board or disembarking is taking
place the FCM on the flight deck shall:
• wear a headset or ensure the speaker is on and a proper volume is set;
• remain on the flight deck until fuelling operations are complete.
8.2.1.3 Precautions to be taken to avoid mixing fuel.

Mixing of fuel types approved in OM part B is permitted.

General Page 8-80
8.2.1.4 Fuelling operations with one engine running

This procedure may only be used if no other option exists to continue operations:
• fuelling with passengers embarking, on board or disembarking is not allowed;
• overwing fuelling is not permitted; the running engine shall be the one on the
opposite side of the fueling station;
• one FCM shall monitor all systems and the running engine from the flight
deck;
• a qualified FCM or qualified ground engineer shall supervise the fuelling
operation and establish and remain a two way communication via the
aeroplane’s interphone system or other suitable means between ground and
the FCM on the flight deck ;
• the aeroplane shall be positioned at a distance of at least 50 m away from the
terminal, any other building or any other aeroplane;
• the aeroplane shall be headed into the wind;
• where one-man fuelling would normally be carried out, an additional
supervisor shall be present;
• all staff directly involved in the fuelling operations shall stay clear of running
engine. All other staff not directly involved in the fuelling operations shall
maintain a safe distance of 50 m away from the aeroplane;
• mobile fire-fighting equipment, with their engine running and properly manned,
shall stand by at the aeroplane;
• doors shall be closed and the slides disarmed on the side of the running
engine.
8.2.1.5 Re/defuelling procedures with wide-cut fuel

Wherever possible, the use of wide-cut fuel types shall be avoided. If a situation
arises such that only wide-cut fuels are available for refuelling/defuelling, a person
under the authority of the Postholder Flight Operations shall be contacted.
The company shall be aware that mixtures of wide-cut fuels and kerosene turbine
fuels can result in the air/fuel mixture in the tank being in the combustible range at
ambient temperatures. The extra precautions set out below are advisable to avoid
arcing in the tank due to electrostatic discharge. The risk of this type of arcing can be
minimised by the use of a static dissipation additive in the fuel. When this additive is
present in the proportions stated in the fuel specification, the normal fuelling
precautions set out below are considered adequate.
With passengers embarking, on board or disembarking, refuelling/defuelling with

wide-cut fuels, or fuels not containing a static dissipator is not permitted.
Wide-cut fuel is considered to be ‘involved’ when it is being supplied or when it is

already present in air-craft fuel tanks.

General Page 8-81
When wide-cut fuel has been used, this shall be recorded in the technical log. The
next two uplifts of fuel shall be treated as though they too involved the use of wide-
cut fuel.
When refuelling/defuelling with turbine fuels not containing a static dissipator, and
where wide-cut fuels are involved, a substantial reduction on fuelling flow rate is
advisable. Reduced flow rate, as recommended by fuel suppliers and/or aeroplane
manufacturers, has the following benefits:
• it allows more time for any static charge build-up in the fuelling equipment to
dissipate before the fuel enters the tank;
• it reduces any charge which may build up due to splashing; and
• until the fuel inlet point is immersed, it reduces misting in the tank and
consequently the extension of the flammable range of fuel.
The flow rate reduction necessary is dependent upon the fuelling equipment in use
and the type of filtration employed on the aeroplane fuelling distribution system. It is
difficult, therefore, to quote precise flow rates. Reduction in flow rate is advisable
whether pressure fuelling or over-wing fuelling is employed.
With over-wing fuelling, splashing shall be avoided by making sure that the delivery
nozzle extends as far as practicable into the tank. Caution shall be exercised to avoid
damaging bag tanks with the nozzle.
8.2.2 Aeroplane, passenger and cargo handling

procedures related to safety
8.2.2.1 Special categories of passengers
Definition
Special categories of passengers (SCP) are defined as people who need special
attention when travelling on board.
SCPs include: infants unaccompanied children under the age of 12, persons with
reduced mobility, persons with disabilities, inadmissible passengers, deportees and
persons in custody.
Acceptance of an SCP
The number and categories of SCPs, shall not exceed the number of passenger able
to assist them in case of an emergency evacuation, these passenger are the so
called ‘Safety Assistants’.
An Safety Assistant shall:
• be at least 15 years old;
• be seated next to the SCP he is responsible for;

General Page 8-82
• not be seated on a seat row adjacent to an emergency exit;

• have no other additional concerns as e.g. caring for a child.
A SCP will be accepted, unless the passenger is unable to sit autonomously on

board or carries a contagious disease. The commander shall be informed about
presence on board of any SCP. He may request a medical examination by a qualified
physician. The crew shall be informed of the presence of a SCP on board by means
of a Passenger Information List (PIL).
Passengers with reduced mobility (PRM)

No national regulations apply.
Regulations require that numbers of PRMs may only be limited for safety purposes.
The number of PRMs cannot exceed the number of able bodied persons (ABPs) on
board to assist them.
An ABP shall not:
• be under 15 years old;
• have difficulty in moving quickly because of age or sickness;
• require an extension seatbelt;
• be a SCP;
Definition
A person with reduced mobility (PRM) is understood to mean any person whose
mobility is reduced due to physical incapacity (either sensory or locomotory) an
intellectual deficiency, age, illness, or any other cause of disability when using
transport and whose situation needs special attention and the adoption to a person’s
needs of the service made available to all passengers.
The following points shall be noted with regard to a PRM:

• They shall be seated where they will not impede the crew in their duties,
obstruct access to emergency equipment or in any way hinder the evacuation
of other persons;
• where possible the emergency exit appropriate to their seat location shall not
be allocated for the use of another PRM;
• they shall be seated as close to the emergency exits as above points will
allow, but never at a seat row adjacent to an emergency exit (floor level or
non-floor level);
• crutches, sticks and other aids to movement shall be secured where they will
not cause any obstruction yet remain accessible should they be required for
use in normal circumstances. During an emergency evacuation they shall
remain stowed and assistance shall be provided by either crew members or
passengers who have been briefed to assist, and;
• before departure an individual briefing on emergency evacuation procedures
shall be given to them and to any person accompanying them.

General Page 8-83
Categories
CODES DEFINITIONS IATA phraseology
BLND Blind passenger specify if accompanied by service animal.
DEAF Deaf passenger specify if accompanied by service animal.
Disabled passenger with intellectual or developmental disability

DPNA
needing assistance. (specify details).
Wheelchair–R for ramp. Passenger can ascend/descend steps and

make own way to/from cabin seat but requires wheelchair for distance
WCHR* to/from aeroplane, i.e. across ramp, finger dock or to mobile lounge
as applicable. When service animal is accompanying passenger,
specify type of animal in free text.
Wheelchair-S for steps. Passenger cannot ascend/descend steps, but

is able to make own way to / from cabin seat; requires wheelchair for
WCHS* distance to/from aeroplane, or to mobile lounge and shall be carried
up/down steps. When service animal is accompanying passenger,
specify type of animal in free text
Wheelchair-C for cabin seat. Passenger completely immobile;
requires wheelchair to/from aeroplane/mobile lounge and shall be
WCHC*
carried up/down steps and to/from cabin seat. When service animal is
accompanying passenger, specify type of animal in free text.
Passenger with a disability of the lower limbs who has sufficient
personal autonomy to take care of himself, but who requires
WCHP
assistance to embark/disembark and who can move about in an
aircraft cabin only with the help of an onboard wheelchair.
MAAS (= Meet And Assist) All other passengers in need of special help.
Note*: specify if passenger is travelling with own wheelchair and use the applicable
codes:
• WCBD: Wheelchair-Battery Dry
• WCMP: Wheelchair-Manual powered
• WCBW: Wheelchair-Battery Wet
• WCOB: Wheelchair-Requesting wheelchair on board
• WBLB: Wheelchair-Lithium ion battery to be transported by a passenger which
will require advance notification/preparation. Weight and dimensions may be
specified.

General Page 8-84
Categories of medical cases

CODES DEFINITIONS IATA phraseology
Medical Case; company medical clearance may be required.
Generally not to be used for PRM who only require special assistance
MEDA
or handling. However, depending on the reason for reduced mobility,
it may be necessary to have a medical clearance in some cases.
Oxygen; for passengers travelling either seated or on a stretcher,
OXYG needing oxygen during the flight (only to be used in conjunction with
code MEDA).
Stretcher passenger. In our conditions of transport (Jetairfly.be) these
STCR
passengers are not allowed on board.
Minimum number of ABPs:

• WCHC and STCR: two ABPs for each passenger. This ratio of two to one may
be reduced to one to one if it is certain that the assisting passenger is
capable of providing the assistance required to evacuate the passenger whom
he / she is responsible for (e.g. child); This ratio of 1 to 1 may also be applied
if the incapacitated passenger is able to participate actively in his own
evacuation (e.g. incapacitated athlete). Requests to deviate from the normal 2
to 1 ratio are subject to close evaluation of the medical department in
collaboration with the safety officer. Late request not permitting to the medical
department and/or the Safety Officer to take a decision shall be referred to the
commander of the flight for examination and decision.
• WCHS: one ABP per passenger;
• BLND and BLND / DEAF: one ABP for each two passengers.
• WCHR: Per 12 WCHR or 12 mentally handicapped passenger, 1 ABP needs
to be in charge.
Individual travel
• In accordance with a rule set by the CAA, the total number of WCHP + WCHC
+ WCHS + STCR + BLND + BLND/DEAF passengers may not be higher than
half the number of floor level exits available in the passenger cabin. This limit
may be rounded up to the higher unit. For MEDA, MAAS and DEAF there is
no limitation. When incapacitated passengers travel under these conditions
and within these limits, no escort is required for them.

General Page 8-85
Max. number of WCHC+ WCHP+ WCHS + STCR + BLIND +BLIND/DEAF + ABP.

Aircraft type Main doors individual In group Max. total
E-Jet E190 4 2 12 14
B737-700 4 2 15 17
B737-800 4 2 19 21
B767-300 6 3 27 30
B787-800 8 4 30 34
Aeroplane exclusively reserved for group(s) of SCPs:

The authorization to travel on board of an aeroplane exclusively reserved for the
carriage
of (a) group(s) of SCPs is strictly limited to:
• active FCMs;
• active CCMs. The number of CCMs may be increased if required.
• the group(s) SCPs;
Emergency Exits
All emergency exits must be available for the above rules for group travel to apply.
Waiver to exceed maximum number:

Under certain circumstances, authorization can be obtained (2 weeks prior notice)
from the CAA to carry incapacitated passengers in excess of the limitations
mentioned under "maximum numbers allowed" above.
Service animal for the blind

A trained service animal may be carried in the cabin, free of charge, if it accompanies
a passenger who is dependent upon it and if it is properly harnessed and muzzled.
The passenger and the service animal will normally be seated at a bulkhead seat,
where there is sufficient floor space for the dog.
Aeroplane exclusively reserved for group(s) of SCPs:

The authorization to travel on board of an aeroplane exclusively reserved for the
carriage of (a) group(s) of SCPs is strictly limited to:
• active FCMs;
• active CCMs. The number of CCMs may be increased if required.
• the group(s) SCPs;
Seat allocation
Seat allocation is determined by aeroplane type, seating configuration, passenger’s
booking status, and applicable weight and balance rules.
All persons on board aged 2 years or more shall occupy a fixed seat fitted with a
safety belt (or a berth fitted with a restraining belt). Seats layout shall permit access
to emergency evacuation doors and the assistance of the CCM.

General Page 8-86
Adults:
Passengers aged 12 years or more are considered as adults.
Children:
Passengers aged between 2 years and under 12 years are considered as children.
Infants:
Infants (passengers less than 2 years old) shall be attended by an adult. This adult
shall not be a PRM, except if the PRM is a WCHR (WCHR is allowed, all other PRM
are not allowed). This adult may hold the infant in his arms and the safety belt of this
adult seat shall not strap the infant but only the adult. A supplementary loop belt shall
be used for the infant. This is the only case in which multiple occupancy of an
aeroplane seat is allowed.
Acceptance:
• within the first 7 days after birth, an infant may not travel by air;
• infants with health problems or prematurely born infants shall be considered
as MEDA passengers;
• in supplement of the number of infants who may be accommodated in the
baby bassinets carried on board most types of aeroplane, a certain number of
infants may be carried on their parents lap;
• however, the acceptable total number of infants on board an aeroplane is
limited and depends upon the quantity of individual pieces of safety equipment
carried, i.e.: the number of emergency oxygen masks available and the
number of children life jackets and infant (or "kangaroo") belts carried. The first
element is structural and cannot be modified. The second however can be
increased upon demand;
• refer to the SEP for the maximum number of infants allowed. This number
may be different from the number of supplementary oxygen masks, because
infants may never be seated at emergency exit rows and on narrow bodied
aeroplane infants may never be accommodated at the emergency exit row nor
at the row immediately behind it.
Seating:
Whenever possible, the seat next to the person accompanying the infant shall be
kept free. Passengers with infants shall not be seated on rows giving direct access
to an emergency exit. On narrow-body aeroplanes this restriction is extended to the
row immediately forward or aft of an unmanned emergency exit. Child restraint
devices (CRD), such as certified infant car seats shall be used:
• if the infant is entitled to a seat i.e. when a child's fare is paid, or;
• if there are sufficient extra seats available on the aeroplane.
The number of life jackets and oxygen masks per seat row shall not be less than the
number of passengers of the seat row.

General Page 8-87
Emergency exits:
The following passengers shall not be allocated a seat with direct access to an
emergency exit:
• passengers suffering from an obvious physical or mental handicap to the
extent that they would have difficulty in moving quickly if asked to do so;
• passengers who are either substantially blind or substantially deaf to the
extent that they might not readily assimilate printed or verbal instructions
given;
• passengers who because of age or sickness are so frail that they have
difficulty in moving quickly;
• passengers who are so obese that they would have difficulty in moving quickly
or reaching and passing through the adjacent emergency exit;
• passengers under 15 years old (whether accompanied or not) and infants;
• deportees or prisoners in custody, and;
• passengers with animals.
Note: ‘Direct access’ means a seat from which a passenger can proceed directly to
the exit without entering an aisle or passing around an obstruction. Refer to SEP
manual.
8.2.2.2 Permissible size and weight of hand baggage

The maximum weight and size of hand baggage is:
Class Max Number Max. weight Max. Volume

Comfort 1 10 kg 25 cm wide to fit under the seat
Dimensions: 55cm x 40cm x
Y 1 6 kg 25cm
The following applies concerning stowage of cabin luggage:

• emergency evacuation routes shall stay free of any loose item;
• during passenger embarkation, the CCM as well as the ground agent
supervising the embarkation shall discretely visually check the size and
apparent weight of the hand baggage carried by the passengers. If hand
baggage exceed above limitations, the passenger will politely be refused
embarkation until the hand baggage is stowed in cargo hold;
• each item carried in a cabin shall be stowed only in a location that is capable
of restraining it;
• weight limitations placarded on or adjacent to stowage compartments shall not
be exceeded;
• underseat stowage shall not be used unless the seat is equipped with a
restraint bar and the baggage is of such size that it can adequately be
restrained by this equipment;

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• items shall not be stowed in lavatories or against bulkheads that are incapable
of restraining articles against movement forwards, sideways or upwards and
unless the bulkheads carry a placard specifying the greatest weight limit that
may be placed there;
• baggage and cargo placed in lockers shall not be of such size that they
prevent latched doors from being securely closed;
• baggage and cargo shall not be placed where it can impede access to
emergency equipment, and;
• checks shall be made before take-off, before landing, and whenever the fasten
seat belts signs are illuminated or is otherwise so ordered to ensure that
baggage is stowed where it cannot impede evacuation from the aeroplane or
cause injury by falling (or other movement) as may be appropriate to the
phase of flight.
Luggage can be placed under the seat:

• in front of the passenger;
• hand baggage shall be of such size that it can easily stowed away or
adequately restrained;
• provided that the seat is equipped with a restraining bar.; luggage shall not be
placed;
• not under seats adjacent to emergency exits.
Placing of hand luggage on seats is not permitted during take-off and landing (with
the exception of musical instruments, diplomatic bags, etc.).
CCM shall be alert for the possible carriage of dangerous goods, check the use of
electronics on board and mobile phones (GSM and PDA including mobile phones)
shall be switched off or at least the telephone function shall be inactivated as from
the moment of boarding.
Special hand baggage:
Carriage of musical instruments, diplomatic bags, etc.

Large or valuable items such as musical instruments, diplomatic bags, etc. may be
carried in the cabin provided the item(s) do(es) not weight more than 50kg max. per
at each seat place, or 35kg per item, and shall be properly secured to a window seat
on which or in front of which it is situated by means of the seat belt including, where
necessary, an extension seat belt or some other approved securing device, e.g. a
net. In order to allow proper securing, not more than 2 items are permitted on each
seat.
These items shall not be secured to an emergency exit row, or to a row immediately
in front of or behind such an emergency exit row.
Transportation of musical instruments, diplomatic bags, etc. is only permitted with
prior approval from the company.

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All cabin luggage not meeting these requirements shall be taken in, at the latest
during boarding, and stored in the cargo hold (with a luggage tag).
8.2.2.3 Loading and securing of items in the

aeroplane
During ground operation the following items are applicable for a safe (un)loading
operation:
• the in-plane loading system (if applicable) is operated by a qualified ground
staff member;
• no cargo, mail or stores are accepted in the cabin seats;
• all ULD's have been inspected for evidence of leakage or damage;
• for live animals or temperature sensitive cargo the storage period on the ramp
shall be minimized;
• correct separation and segregation of packages on the aeroplane to prevent
interaction in the event of leakage shall be verified;
• packages are positioned in such a manner on the aeroplane that the hazard
label is visible and crew or authorized staff can see and handle such
packages;
• packages are prevented from movement;
• the load has been secured accordingly;
• all locks including the empty positions shall be up and engaged;
• heavy pieces, when not surrounded by crushable load, shall be tied down
separately to meet the in flight G-force requirements;
• nets intended for door protection shall be installed and fastened at all times.
Cargo manifest:
The commander will ensure that the correct documents are on board and are handed
over to the responsible handling agent at destination.
The weight of the cargo shall be determined or checked by weighing before loading.
This actual weight shall be used when completing the load sheet.
It is the commanders responsibility to exclude cargo from carriage if:

• if it is not properly packed;
• when it may damage or contaminate the aeroplane or other load;
• when special handling instructions / equipment cannot be observed / supplied;
• for reasons of safety;
• when the aeroplane maximum weights and / or Centre of Gravity is exceeded;
• when the document required by the relevant authorities cannot be presented.

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8.2.2.4 Positioning of ground support equipment

Safety instructions ground support equipment:
The handling agent shall ensure ground support equipment (GSE) used in aeroplane
handling operations is operated in a manner that prevents damage to the aeroplane
and injury to personnel.
Only personnel who are trained and qualified for a specific equipment type is
authorized to operate GSE.
The following basic operating requirements apply:
• Ground equipment shall not approach the aeroplane until:
o all engines have been shut down;
o the anti-collision light is extinguished, and;
o the parking brake has been set or the chocks are in position.
• a GPU may be connected to the aeroplane whilst the engines are running;
• GSE shall be positioned and parked in a way to ensure that:
o The protective rubber bumpers are not pressed against the aeroplane
fuselage;
o Adequate clearance is kept between any type of GSE and the
aeroplane to allow vertical movement of the aeroplane during the whole
ground handling process, and;
• in case of fuelling operations the additional safety procedures described in
8.2.1 are applicable.
8.2.2.5 Operation of aeroplane doors
Operation of cabin doors

Aeroplane type specific normal, abnormal and emergency procedures, concerning
the operation of the cabin and compartment doors, are specified in the respective
OM part B. No cabin door shall be opened, closed or left open without a boarding
device in place. To ensure safe operation only trained staff shall operate cabin doors.
Cabin door opening

• Cabin doors shall not be opened upon arrival until all engines have been shut
down, the anti-collision lights are switched OFF and the aeroplane parking
brake is set (or the chocks are in position) and the fasten seatbelt sign is
switched OFF;
• CCM shall receive the sign , in the form of two knocks on the door and thumb
up, to open the cabin doors;
• CCM shall check that the steps or loading bridge are correctly positioned and
guardrails are extended before passengers embark of disembark;
• only approved by trained and qualified crew or handling staff.

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Cabin door closing

• Before closing the door a check shall be performed for any obstruction around
the door area that may hinder the closure of the door;
• in order to preclude the possibility of injury to cabin crew or ground staff while
closing doors, where it is reasonably practicable to do so, assistance from
outside the aeroplane may be given in the initial closing of cabin doors;
• ground staff shall not leave the vicinity of the cabin door until it is fully closed,
seated in the recess and the handle is stowed.
Operating lower compartment doors

• Doors shall not be opened upon arrival until all engines have been shut down,
the anti-collision light is switched OFF and the aeroplane parking brake is set
(or the chocks are in position).
• only approved by trained and qualified crew or handling staff;
• doors shall be closed and locked before start of the engines;
• after confirmation that all doors are closed and locked, prior permission from
the commander is required before re-opening the doors.
Operating doors with one engine running

When, in exceptional cases, one engine shall be kept running (e.g., when no APU
available) doors shall only be opened at the aeroplane's side where engines are shut
down. The commander and the ground staff shall, on beforehand, have agreed on
the course of action to be followed.
8.2.2.6 Safety on the aerodrome
General
Airside safety rules and procedures ensure safe handling, therefore, safety
regulations shall be understood and always applied on the apron, on and around the
aeroplane.
Spills of any sort in the aeroplane or ramp shall be reported to the local authorities
and supervisor on duty as the spilt material might result in damage or possible
dangerous situations.
When a scratch or dent in the aeroplane occur or is noticed, it shall be reported to

permit technical evaluation.
Personal protection
When crew have to perform duties on the ramp a high visibility jacket shall be worn at
all times. Personal ear protection is strongly recommended.
Operating practices
Following safety items shall be followed by all staff involved in ramp operation:

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• on arriving aeroplane all staff shall remain clear of the aeroplane until the anti-
collision lights have been switched off and the engines have spooled down.
With an exception of those staff who may have to connect a GPU;
• where the apron is utilized for passenger embarkation and disembarkation a
guidance shall be available to ensure protection of passengers moving
between the aeroplane and aerodrome terminal and/or passenger
transportation vehicle.
Engine blast and suction areas

Normally engines are not running when passengers are embarking or disembarking.
However, if one engine is running, keep the right/n°2 engine running for
disembarkation and boarding of passengers.
The routing for embarking or disembarking passengers shall avoid blast and suction
areas.
These areas are different depending on the aeroplane type.
Severe weather
The following conditions may have impact on the ramp activities:
• strong winds;
• thunderstorms/lightning;
• low visibility;
• snow and ice conditions;
• heavy rain.
In case of any doubt the commander may decide to stop the ramp activities.
8.2.2.7 Ramp departure and arrival procedures
Safety and ground damage inspection

An exterior inspection shall be performed on the aeroplane by ground handling staff
or a ground engineer immediately prior to departure.
At least following inspection procedure shall be performed by handling staff prior to

each movement of the aeroplane:
• surface condition of the apron is adequate to conduct aeroplane movement
operations;
• the apron is clear of items that might cause aeroplane FOD;
• aeroplane servicing doors and panels are closed and secure (departure);
• power cables and loading bridge are detached (departure);
• inspect the aeroplane exterior;
• equipment and vehicles are positioned clear of the aeroplane movement path;
• adequate clearance exists between the aeroplane and facilities or fixed
obstacles along the aeroplane movement path;

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• chocks are removed from all wheels (departure).
To enhance the possibility of identifying aeroplane ground damage as soon as

possible, the above inspection shall take place after most ground handling activities
have been completed and at a point just prior to the time aeroplane movement will
commence for departure.
All damage and/or safety issues shall immediately be reported.
Phraseologies and signals

The ground to flight deck communication shall normally be performed by means of a
headset. If that is not is possible hand signals shall be used. After disconnection of
the headset, hand signals shall be used.
When engine starting and pushback is performed with communication by means of a

headset the following phraseology shall be used:
After start-up approval from ATC:

Flight crew: …………………………“FLIGHT DECK TO GROUND”
Ground crew: ………..........…………“FLIGHT DECK, GO AHEAD”
Flight crew: …................“CONFIRM BYPASS PIN (if applicable) IS INSTALLED
(pushback only)
AND ALL DOORS AND HATCHES ARE CLOSED”
Ground crew: ….......“BYPASS PIN IS INSTALLED (if applicable) AND ALL DOORS
AND HATCHES ARE CLOSED”
After completion of the Before Start Procedure, Before Start Checklist, and ATC
pushback and start-up clearance obtained:
Flight crew: …..“PUSHBACK AND ENGINE START APPROVED,

PARKING BRAKE SET”
Ground crew: ……….........…………“RELEASE PARKING BRAKE”
Flight crew: …............................“PARKING BRAKE RELEASED”
Ground crew: …................................“COMMENCING PUSHBACK”
Engine start in case of 1 engine at a time:

Flight crew: ...................“REQUEST TO START (RIGHT) ENGINE NUMBER 2”
Ground crew: ……….................…………“ENGINE ........ IS CLEAR”
Flight crew: …............“STARTING (RIGHT) ENGINE NUMBER 2”
Repeat for the other engine.
Engine start in case of both engines simultaneously:

Flight crew: ...................“REQUEST TO START ENGINES NUMBER 2 AND 1”
Ground crew: ……….................…………“ENGINES ARE CLEAR”
Flight crew: …............“STARTING ENGINES NUMBER 2 AND 1”

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When pushback is completed:

Ground crew: ………..............…………“PUSHBACK COMPLETED, CONFIRM
PARKING BRAKE SET”
Flight crew: ….........................................“PARKING BRAKE SET”
When there is no need for further assistance:
Flight crew: …......................................“YOU MAY DISCONNECT”
Ground crew disconnects tow bar and removes bypass pin:
Ground crew: …........“DISCONNECTING, TOW BAR AND BYPASS PIN REMOVED,
VISUAL ON THE ....... SIDE”
This exchange is followed by a visual signal to the pilot to indicate that disconnect is
complete and all is clear for taxiing. Unambiguous identification of the parties
concerned is essential in any communication between ground crew and flight crew.
The marshaller signals are depicted in OM part C. Signals for engine start-up shall
only be given after the staff member in charge has ascertained that the security
zones around the suction and blast areas have been cleared and after he has given
approval for engine start.
Arrival procedures
Parking brake shall not be released until all engines have been shut down and until
the flight crew have ascertained that chocks have been inserted and that the
aeroplane is not moving.
8.2.2.8 Servicing of aeroplane
Toilet servicing
Toilet servicing is the process by which toilet waste is removed from an aeroplane at
the end of an flight, in a sanitary manner. The toilet waste holding is flushed, then re-
charged with a toilet fluid. The aeroplane system is function tested and declared
serviceable.
Potable water servicing

Potable water systems are susceptible to contamination by bacteria and other
microorganisms.
It is therefore essential that such water is free from chemical substances or

microorganisms which might cause illness, and that it is chlorinated. The operator
ensures that suitable bacteriological examinations of water samples taken from water
supply systems, servicing vehicles and aeroplane water systems are carried out at
least four times a year.

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Cleaning of Cabin
Cleaning shall have been finished, and cleaning personnel shall have left the
aeroplane before passenger embarkation. If passengers stay on board during transit,
cabin cleaning shall be performed in such a way as not to disturb the passengers.
The flight deck may only be cleaned under supervision of an authorized employee of
a contracted and approved maintenance provider or a FCM.
8.2.2.9 Documents and forms for aeroplane handling

Refer to OM part A chapter 8.1.12.
8.2.2.10 Special load and classification of load

compartments
Special loads
Human remains
Whenever human remains are carried by aeroplane the body shall be in a soldered
container of lead or zinc, packed in a wooden outer container. If the body is not
embalmed, decomposition plus altitude may produce enough pressure to burst any
but well soldered joints. Special note shall be taken of the place of stowing of human
remains, so that after arrival at the aerodrome of destination the ground personnel
can immediately be informed of its location.
Spare parts
Spare parts transported between stations shall always be handled as normal cargo
which includes completion of the necessary documents.
Company AOG spare parts:

• technical logistics department prepares the shipment and provides necessary
documents and provide information about parts, weight and dimension to
company operations centre;
• the company operations centre informs the commander by putting this
information (copy of mail) in the flight envelope;
• technical logistics department loads the parts on board.
The handling agent is not always informed about the shipment and does not mention
it on the loadsheet. The flight crew is responsible to add it on the loadsheet by using
LMC procedures.
Dangerous goods
Refer to OM part A chapter 9.
Live animals
The maximum number of animals per sector:

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A maximum number of 4 AVIH are allowed; at commander’s discretion more can be

taken. When more AVIH are taken this shall be reported via 2Log.
Guide dog:
A guide dog accompanying a (blind) passenger however may be accepted in the
cabin, without a container or basket. The dog is not permitted to occupy a seat and
shall be placed in a safe manner. A supplementary loop belt can be used to attach
the guide dog.
Company mail (COMAIL) and company materials (COMAT):

COMAIL and COMAT are accepted subject to the following.
Every piece of COMAIL or COMAT shall clearly state:

• full name and address of sender;
• full name and address of addressee;
• flight number, date of flight and routing;
• description of contents;
• which piece of how many each is, e.g. two of three or one of one.
COMAIL may be presented to the commander or the SCCM by company

agents only.
COMAT (packages or parcels containing company materials) may be presented at

check-in by the tour operator representative or company representative only.
COMAT shall be labelled as baggage to its destination.
COMAIL presented by tour operator representatives is considered COMAT.
The complete contents of all COMAT offered for transport shall always be shown by
sender to the company representative.
Any COMAT not offered for inspection by sender shall be refused; do not open it but
notify company operations centre.
COMAIL or COMAT may only contain articles and or papers reasonably pertaining to
official airline or tour operator business matters. Private mail, tobacco, alcoholic
beverages, duty free articles and food stuffs are not permitted.
The commander shall be informed if COMAIL or COMAT has been accepted.
Transport of COMAIL or COMAT shall be notified in aeroplane movement messages

as Supplementary Information, stating number of pieces and location.

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Accompanied domestic animals in the cargo holds

Accompanied domestic animals shall be carried in ample sized kennels in one of the
cargo holds. The kennels are to be supplied by the passenger. The animals shall be
placed in the most suitable hold which is heated and ventilated, the position of these
holds is described in OM part B or GHM.
Transportation requirements:
• if AVIH’s are carried in the lower compartments it is advisable to open the
doors at enroute stations. AVIH need fresh air and sufficient light, but cannot
stand draught;
• AVIH shall be loaded upright and never on top of baggage;
• the commander shall be informed about the presence of any animal on board
(by means of the NOTOC);
• AVIH shall not be placed in a hold which also contains dry-ice (carbon
dioxide);
• AVIH shall not be loaded adjacent to human remains and food shipments;
Non domestic animals:

All animals, not being domestic animals accompanied by a passenger, are carried as
cargo.
Classification of load compartments
Class A
A Class A cargo or baggage compartment is one in which:
• the presence of a fire would be easily discovered by a crew member while at
his station, and; each part of the compartment is easily accessible in flight.
Class B
A Class B cargo or baggage compartment is one in which:
• there is sufficient access in flight to enable a crew member to effectively reach
any part of the compartment with the contents of a hand fire extinguisher;
• when the access provisions are being used no hazardous quantity of smoke,
flames or extinguishing agent will enter any compartment occupied by the
crew or passengers, and;
• there is a separate approved smoke detector or fire detector system to give
warning at the flight deck.
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:
• there is a separate approved smoke detector or fire detector system to give
warning at the flight deck;
• there is an approved built-in fire-extinguishing system controllable from the
flight deck;

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• there are means to exclude hazardous quantities of smoke, flames, or

extinguishing agent, from any compartment occupied by the Crew or
passengers, and;
• there are means to control ventilation and draughts within the compartment so
that the extinguishing agent used can control any fire that may start within the
compartment.
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 to exclude 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;
• consideration is given to the effect of heat within the compartment on adjacent
critical parts of the aeroplane;
• the compartment volume does not exceed 1000 cubic ft.;
• for compartments of 500 cubic ft or less, an airflow of 1500 cubic ft per hour is
acceptable.
Class E
Not applicable
8.2.2.11 Multiple occupancy of aeroplane seats

Multiple occupancy of aeroplane seats is not permitted other than by one adult and
one infant who is properly secured by a child restraint device.
8.2.2.12 Fire protection and prevention
Protection and prevention on aerodrome

Following items shall be followed by all staff involved in ramp operations:
• FOD shall be removed;
• any suspected or known fire shall be reported;
• faults in electrical wiring shall be reported;
• smoking is not allowed on the ramp and in any vehicle on the ramp;
• access to firefighting equipment shall be unobstructed and staff shall be
informed about the location of the firefighting equipment;
• if fire is discovered in a parked aeroplane any person on board shall be
warned and evacuated, if possible doors and hatches etc on the aeroplane
shall be closed;
• if fire occurs on a ground support equipment the equipment shall be removed
from the vicinity of the aeroplane;
• no equipment shall be used in the vicinity of a fuel spill.

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Fire prevention aeroplane related

Protective clothes / Protective breathing equipment:
• hydraulic fluid leakage under high pressure (3000 psi) may result in serious
injury and contamination. The use of protective clothes and protective
breathing equipment is recommended whenever fighting an aeroplane
emergency;
• carbon fibres and other composite materials used in airframe structure and
cabin furniture require the use of a protective breathing equipment whenever
fighting any aeroplane fire.
Brakes Overheat / Fire:

• Landing gear shall be approached from forward or aft when fighting wheel fire,
never abeam the wheel as wheels and tires may explode;
• in case of smoke, protective breathing equipment shall be worn since the
dense smoke generated by tire rubber results in major and irreversible lung
damage;
• fuse plugs melting could result in tires deflating and should prevent tires and
wheels burst;
• in case of brake overheat, without evidence of material melting or fire, brakes
shall be cooled down by spraying water using a high pressure (10 to 12 bar)
turbo nozzle (multi-jet / multi-flow);
• in case of brake fire or evidence of melting material, only a specific powder for
use on metal fire shall be sprayed;
• in case of hydraulic fire, multi-purpose foam or powder may be used;
• carbon brakes and steel brakes are to be treated using same techniques and
agents.
Cargo compartment fire

• For FCM procedures refer to OM part B;
• in case cargo compartment smoke warning occurred with cargo door closed,
the ground crew shall be informed not to open the door of the affected cargo
compartment unless passengers have disembarked and fire services are
present;
• if the smoke warning is displayed on ground with cargo compartment door
open, the aeroplane extinguishing agent shall not be discharged. Ground crew
shall be requested to investigate and to fight the smoke source. Multi-purpose
or specific foam or type B or type C powder or water, as a function of the
burning cargo material (as known) shall be used. If foam is used first, do not
use powder afterwards. If powder is used first, foam may be used in addition,
if required.

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Engine or APU compartment fire

• if fire persists, ground firefighting using a Halon or CO2 spray gun is possible
through the following external access:
o engines: Oil tank, IDG and other service panels;
o APU: access panels.
Engine tail pipe fire

• external fire agents can cause severe corrosive damage and therefore should
only be considered if fire persists after FCM 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.
8.2.2.13 Head count procedure

Head count will not be necessary as a standard procedure but may be requested by
the commander or the Company.
Should a head count be required this shall include the total number of passengers
plus infants on board.
8.2.2.14 Securing items on the flight deck
Loose articles moving around the flight deck could cause injury or interfere with the
flight controls. FCMs shall ensure that all items on the flight deck are stowed or
secured where practicable. Water bottles are a particular risk because they are able
to move and become lodged in flight controls.
FCMs shall avoid placing items on the glareshield; in particular ATL, Chart Binders
and clip boards can scratch glareshields/windscreens and damage electrical heating
elements in windscreens. Post-flight all flight deck items shall be returned to their
appropriate stowage and all rubbish and water bottles removed from the flight deck.
8.2.2.15 Loading of Crew Luggage
FCM luggage may only be loaded on the flight deck provided it can be securely
restrained and does not impede flight deck access and operation.
For empty flights, crew luggage may be loaded in the cabin, provided that
it has been properly strapped and secured.
Only personal luggage will be considered as crew luggage. Only Lockable hard case
suitcases shall be used (to avoid being tampered with) and shall carry a company
crew label identifying it. The luggage shall be locked at all times.

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8.2.3 Procedures for the refusal of embarkation

The commander is responsible for the safety of passengers from the time they board
the aeroplane until disembarkation.
The commander may refuse embarkation or disembark any person that may
represent a potential hazard to the safety of the aeroplane or its occupants.
The commander shall not allow a person to be carried in the aeroplane who appears
to be under the influence of alcohol or drugs* to the extent that the safety of the
aeroplane, the crew or its occupants is likely to be endangered.
*This does not apply to medical patients under proper care.
The commander shall not allow any person onboard the aeroplane who might be the
source of infection and in case of some diseases discomfort to other passengers.
The commander may not allow passengers onboard the aeroplane whose conduct,
status, mental or physical condition is determined such as to render them incapable
of assisting in their own evacuation of the aeroplane unless they are accompanied by
an escort who will be responsible for them and their needs on embarkation and
disembarkation, during flight and during emergency evacuation.
8.2.4 De-icing and anti-icing on the ground

This chapter describes procedures for de-icing and anti-icing on the ground. It does
not describe procedures related to operating in cold weather conditions.
Cold weather operating procedures are described in OM part B.
8.2.4.1 Terminology
Active frost
Active frost is a condition when frost is forming. Active frost occurs when aeroplane
surface temperature is:
• at or below 0 ºC, and;
• at or below dew point.
Anti-icing
Precautionary procedure which provides protection against the formation of frost or
ice and accumulation of snow or slush on treated surfaces of the aeroplane for a
limited period of time (holdover time).
Anti-icing fluid
• Type I fluid, if heated to min 60°C at the nozzle;

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• mixture of water and Type I fluid, if heated to min 60°C at the nozzle;
• Type II fluid, Type III fluid, or Type IV fluid;
• mixture of water and Type II fluid, Type III fluid, or Type IV fluid.
Clear ice
A coating of ice, generally clear and smooth, but with some air pockets. It forms on
exposed objects, the temperature of which are at, below or slightly above the
freezing temperature, by the freezing of super-cooled drizzle, droplets or raindrops.
Cold-soak effect
The wings of an aeroplane are said to be “cold-soaked” when they contain very cold
fuel as a result of having just landed after a flight at high altitude or from having been
re-fuelled with very cold fuel. Whenever precipitation falls on a cold-soaked
aeroplane when on the ground, clear icing may occur. Even in ambient temperatures
between -2 °C and +15 °C, ice or frost can form in the presence of visible moisture or
high humidity if the aeroplane structure remains at 0 °C or below.
Clear ice is very difficult to be detected visually and may break loose during or after
takeoff. The following factors contribute to cold-soaking:
• temperature and quantity of fuel in fuel cells;
• type and location of fuel cells;
• length of time at high altitude flights;
• temperature of re-fuelled fuel, and;
• time since re-fuelling.
Contamination
Contamination in this chapter is understood as all forms of frozen or semi-frozen
moisture such as frost, snow, ice or slush.
Contamination check
A check of aeroplane for contamination to establish the need for de-icing.
De-icing
Procedure by which frost, ice, slush or snow is removed from an aeroplane in order
to provide clean surfaces.
De-icing / anti-icing
Combination of the procedures “De-icing” and ”Anti-icing”. It may be performed in
one or two steps.
De-icing fluid
• Heated water;
• mixture of water and Type I fluid;

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• Type II, Type III, or Type IV fluid;

• mixture of water and Type II, Type III, or Type IV fluid.
NOTE: De-icing fluid is normally applied heated in order to ensure maximum

efficiency.
Freezing drizzle
Fairly uniform precipitation composed exclusively of fine drops (diameter less than
0.5 mm) very close together which freezes upon impact with the ground or other
exposed objects.
Freezing fog
A suspension of numerous very small water droplets which freezes upon impact with
ground or other exposed objects, generally reducing the horizontal visibility at the
earth's surface to less than 1 km.
Frost/hoar frost
Ice crystals that form from ice saturated air at temperatures below 0 °C by direct
sublimation on the ground or other exposed objects.
Hail
Precipitation of small balls or pieces of ice with a diameter ranging from 5 to 50 mm
falling either separately or agglomerated.
Holdover time (HoT)

Estimated time for which an anti-icing fluid will prevent the formation of frost or ice
and the accumulation of snow on the protected surfaces of an aeroplane.
Ice pellets
Precipitation of transparent (grains of ice), or translucent (small hail) pellets of ice,
which are spherical or irregular, and which have a diameter of 5 mm or less. The
pellets of ice usually bounce when hitting hard ground.
Light freezing rain

Precipitation of liquid water particles which freezes upon impact with the ground or
other exposed objects,either in the form of drops of more than 0.5 mm or smaller
drops which, in contrast to drizzle, are widely separated. Measured intensity of liquid
water particles is up to 2.5 mm/hour or 25 grams/dm2/hour with a maximum of 0.25
mm in 6 minutes.
Lowest Operational Use Temperature (LOUT)

The lowest operational use temperature (LOUT) is the higher (warmer) of

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• The lowest temperature at which the fluid meets the aerodynamic acceptance
test;
or
• the freezing point of the fluid plus a freezing point buffer.
Moderate and heavy freezing rain

Precipitation of liquid water particles which freezes upon impact with the ground or
other exposed objects, either in the form of drops of more than 0.5 mm or smaller
drops which, in contrast to drizzle, are widely separated. Measured intensity of liquid
water particles is more than 2.5 mm/hour or 25 grams/dm2/hour.
Post-treatment check
An external check of the aeroplane after de-icing and/or anti-icing treatment
accomplished from suitably elevated observation points (e.g. from the de-icing/anti-
icing equipment itself or other elevated equipment) to ensure that the aeroplane is
free from any frost, ice, snow, or slush.
Pre take-off check

An assessment normally performed by the flight crew, to validate the applied
Holdover Time.
Pre take-off contamination check

A check of the treated surfaces for contamination, performed when the holdover time
has been exceeded or if any doubt exists regarding the continued effectiveness of
the applied anti-icing treatment. It is normally accomplished externally, just before
commencement of the take-off run.
Rain or high humidity (on cold soaked wing)

Water, visible moisture or humidity forming ice or frost on the wing surface, when the
temperature of the aeroplane wing surface is at or below 0 °C.
Rain and snow

Precipitation in the form of a mixture of rain and snow.
Rime ice
Small frozen water droplets, spherical opaque/milky granular appearance looking
similar to frost in a freezer. Typically rime ice has low adhesion to the surface and its
surrounding rime ice particles.
Snow
Precipitation of ice crystals, most of which are branched, star-shaped or mixed with
unbranched crystals. At temperatures higher than -5 °C the crystals are generally
agglomerated into snowflakes.

General Page 8-105
Snow grains
Precipitation of very small white and opaque particles of ice that are fairly flat or
elongated with a diameter
of less than 1 mm (0.04 inch). When snow grains hit hard ground, they do not bounce
or shatter.
NOTE: For holdover time purposes treat snow grains as snow.
Snow pellets
Precipitation of white, opaque particles of ice. The particles are round or sometimes
conical; their diameter range from about 2 - 5 mm. Snow pellets are brittle, easily
crushed; they do bounce and may break on hard ground.
NOTE: For holdover time purposes treat snow pellets as snow.
Slush
Snow or ice that has been reduced to a soft watery mixture.
8.2.4.2 Fluid types
Type-I fluid
Type I Fluids are water/glycol mixtures with a glycol content of at least 80%, which
contain a corrosion inhibition package. These fluids are normally used to remove ice,
snow and frost (de-icing). They offer very limited protection against further icing due
to freezing precipitation.
Type-I fluids can be used in “single fluid” de / anti-icing operations, but are usually
used in conjunction with Type-II, or IV as part of a two-step de / anti-icing procedure.
Type-II / Type-IV fluid

Type-II / Type-IV fluids contain at least 50% of glycol and a corrosion inhibition
package. Furthermore they contain pseudoplastic thickener system which
additionally protects the aeroplane against re-freezing (anti-icing) due to its film-
forming properties.
Type-II / Type-IV fluids can be used in “single fluid” de / anti-icing operations, or can
be used in conjunction with Type-I as part of a two-step de / anti-icing procedure.
Type-IV fluids offer longer holdover than Type-II fluids.
Type-III fluid
Type-III fluids are not approved for use.

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8.2.4.3 De-icing / anti-icing

When aeroplane surfaces are contaminated by ice, frost, slush or snow, they shall be
de-iced prior to take-off, according to the prevailing conditions.
When freezing precipitation occurs or there is a risk of freezing precipitation occurring

that would contaminate the surfaces at the time of take-off, aeroplane surfaces shall
be anti-iced. If both de-icing and anti-icing are required, the procedure may be
performed in a one- or two-step process, depending upon weather conditions,
available equipment, available fluids and the desired holdover time (HoT).
Both sides of the aeroplane shall be treated identically (same areas, same amount
and type of fluid, same mixture strength), even if the contamination is only present on
one side.
Any thickened fluid remaining on nose areas where it could blow back onto the
windscreens shall be removed prior to departure.
The application of de-icing fluid to the landing gear and wheel bay area shall be kept
to a minimum. De-icing fluid shall not be sprayed directly onto brakes and wheels.
Deposits of snow shall be removed mechanically from engine intakes prior to
departure. Any frozen deposits that have bonded to either the lower surface of the
intake, the fan blades including the rear side shall be removed by hot air or other
means recommended by the engine manufacturer.
Under no circumstances shall an aeroplane that has been anti-iced receive a further
coating of anti-icing fluid directly on top of the contaminated film. If an additional
treatment is required before flight, a complete de-icing/anti-icing shall be performed
Ensure that any fluid remaining from previous treatment is flushed off. Anti-icing only
is prohibited.
One-step de-icing/anti-icing
One-step de-icing/anti-icing is performed with a heated anti-icing fluid.
The fluid used to de-ice the aeroplane remains on the aeroplane surfaces to provide
limited anti-ice capability.
The correct fluid concentration shall be chosen with regard to desired holdover time
and is dictated by outside air temperature and weather conditions.
Two-step de-icing/anti-icing
The correct fluid(s) shall be chosen with regard to ambient temperature. After de-
icing, a separate overspray of anti-icing fluid shall be applied to protect the relevant
surfaces thus providing maximum possible anti-ice capability. The second step is
performed with anti-icing fluid.
The correct fluid concentration shall be chosen with regard to desired holdover time
and is dictated by outside air temperature and weather conditions .

General Page 8-107
The second step shall be performed before first step fluid freezes (typically within 3
min), if necessary area by area.
8.2.4.4 Commander’s responsibility

The commander shall only commence take-off if the aeroplane is clear of any deposit
that might adversely affect the performance or controllability of the aeroplane.
Deposit limits are described in OM part B.
An aeroplane shall not be dispatched after a de-icing/anti-icing operation until the

aeroplane has received a visual check by the de-icing operator. The commander
shall ensure that he has received confirmation that the post-treatment check has
been accomplished.
The commander shall enter relevant details in the Aircraft Technical Log.
Before reconfiguring or moving the aeroplane, the flight crew shall receive a
confirmation from the personnel involved in the operation that all de-icing and/or anti-
icing operations are complete and that all personnel and equipment are clear of the
aeroplane.
Pre-takeoff check
The commander shall continually monitor the weather conditions after the performed
de-icing/anti-icing treatment. Prior to takeoff he shall assess whether the applied
holdover time is still appropriate and/or if untreated surfaces may have become
contaminated.
This check is normally performed from inside the aeroplane.
Pre-takeoff contamination check

This is a check of the critical surfaces for contamination.
This check shall be performed when the condition of the critical surfaces of the
aeroplane cannot be effectively assessed by a pre-takeoff check or when the applied
holdover time has been exceeded.
This check is normally performed from outside the aeroplane.
The alternate means of compliance to a pre-takeoff contamination check is a

complete de-icing/anti-icing re-treatment of the aeroplane.
8.2.4.5 Communication
Two-way communication between flight crew and de-icing/anti-icing
operator/supervisor shall be established prior to the de-icing/anti-icing treatment.

General Page 8-108
De-icing / anti-icing code

After the de-icing/anti-icing check the de-icing operator shall transmit the de-icing /
anti-icing code. This code shall consist of the following:
• Fluid type.
• concentration of fluid in percentage;
• start of de-icing in local time.
When a two-step de-icing/anti-icing has been carried out the start time and fluid type
of the second step shall be transmitted.
8.2.4.6 Holdover time tables

The generic holdover time tables shall be used if the brand of the fluid used at a
specific aerodrome is unknown.
The holdover time tables contain elapsed time ranges which represent indicative
maximum holdover times. The lower limit of the given time span indicates the
estimated time of protection during moderate precipitation of the type stated; the
upper limit indicates the estimated time of protection during light precipitation of the
type stated.
Heavy precipitation rates or high moisture content, high wind velocity or jet blast may
reduce holdover time below the lowest time stated in the range and holdover times
may also be reduced when aeroplane skin temperature is lower than OAT.
The holdover time tables will be published in an annex to the OM part B (Flight Deck
Brief).

General Page 8-109
Flight procedures Version 10
8.3 Flight procedures
General flight procedures
Simulated non-normal situations

Simulation of non-normal or emergency situations requiring the application of part or
all of non-normal or emergency procedures and simulation of IMC by artificial means,
is not allowed except for authorised maintenance check flights.
Communication procedures
Phraseology
FCMs shall use standard ICAO ATC phraseology in English as described in ICAO
doc 4444 (a list is published in the documentation of the chart provider). If there is
any doubt with an ATC clearance or instruction, clarification shall be requested
immediately.
Listening watch
The commander shall ensure that a continuous listening watch is maintained on the
appropriate ATC communication frequencies from requesting start clearance until
completion of the shut down checklist.
When operating within VHF ATC coverage, VHF-1 / LEFT shall be set to the required
ATC frequency. When outside VHF ATC coverage, VHF-1 / LEFT shall be set to the
local air-to-air frequency.
When primary communication is via HF a continuous listening watch is required

unless a SELCAL watch can be maintained.
Normally, unless needed for other duties, VHF-2 / RIGHT shall be tuned to 121.5
MHz. The emergency / distress frequency 121.5 MHz, or other appropriate distress
frequency, shall be monitored whenever practicable during cruise, by at least one
FCM.
Prolonged Loss of Communication (PLOC)
PLOC is considered to be a loss of communication with ATC lasting several minutes

or more. Maintaining good situational awareness will reduce the chance of being
involved in a PLOC event, and the techniques below will assist:
• be vigilant when removing headset since the HOT intercom function may be
active and thus the speaker volume muted;

General Page 8-110
• highlight FIR boundary waypoints on the OFP;

• keep the en-route chart available for quick reference to FIR boundaries and
Radio Frequency Sector Boundaries;
• FIR boundary waypoints can be displayed on the MAP/ND;
• ask ATC for a radio check after prolonged periods of radio silence, or when
you can hear other aircraft on frequency but cannot hear the ATC reply;
• when going off ATC watch to make a PA, talk to cabin crew or listen to
weather etc, consider merely reducing the ATC volume rather than
deselecting the ATC frequency completely;
• after the PA, cabin crew or other radio communication is complete, check the
audio selector/control panel settings as the VHF COM volume may have been
turned down;
• the FMC scratch pad may be used (temporarily) to note a frequency change,
or it may be written on the OFP;
• after any PLOC event, a report shall be filed and when a technical defect is
suspected, make an appropriate entry in the ATL.
Communication with the company

When not required for ATC communications, HF radio(s) (if installed) shall be ON
and tuned to an appropriate Stockholm radio frequency.
The HF-R is set to DATA to facilitate data link communications, as installed.
To permit company contact via ACARS (if installed), VHF-3 / Center shall normally
remain set to DATA.
Headset / speaker
Except with special permission from the company, the use of personal headsets is
prohibited.
Each FCM required to be on flight deck duty shall wear the headset with boom
microphone or equivalent and use it as the primary device to listen to the voice
communications with ATC:
• On the ground:
o when receiving the ATC departure clearance via voice communication,
o when engines are running,
• In flight:
o during periods of ‘Sterile flight deck’
o below 10 000ft, or;
o below transition altitude, whichever is higher.
• Whenever deemed necessary by the commander.

General Page 8-111
Use of mobile phones on board

On the ground, the commander will switch the mobile phone on immediately after
performing the ‘Shut down’ checklist.
All mobile phones shall be switched to flight mode or off in-flight, and for takeoff and
landing.
Private (smart) phones, PC’s and electronic tablets shall not be used for private
purposes with passengers on board.
Sterile flight deck

‘Sterile flight deck’ means any period of time when the FCMs are not disturbed or
distracted, except for matters critical to the safe operation of the aeroplane and/or the
safety of the occupants.
The sterile flight deck procedures shall be applied:

• from start of takeoff until 10000ft/FL100 or MSA whichever is higher, and from
passing 10000ft/FL100 or MSA whichever is higher to landing or;
• during taxiing (except when at standstill with the parking brake set);
• anytime deemed necessary by the flight crew.
The commander shall only accept flight related duties, conversations and call outs to
take place and will foster full concentration on flight procedures and safety. Both
FCMs shall monitor the ATC frequency, except that one FCM may leave the
frequency when required for operational reasons (e.g. obtaining ATIS).
Communications inside or outside the aeroplane essential to the safe operation of

the aeroplane and the safety of occupants may be performed. This includes
passenger announcements to inform or assure the passengers about unexpected
flight conditions or procedures (turbulence, go around, delay, diversion, non normal
situations).
Activities that shall not be performed

The following list is not exhaustive:
• radio calls concerning passenger connections, fuel loads, catering, etc.;
• announcements concerning sights of interest, proposed route etc.;
• paperwork (except to record an important safety related message)
• reading publications not related to the conduct of the flight;
• eating and drinking from a tray;
• non-essential conversations (remarks not pertinent to safe aeroplane
operation) within the flight deck and non-essential communications between
the cabin and the flight crew;
• weight and balance corrections, performance calculations except those
required to ensure a safe landing;
• FMC manipulation outside OM part B procedures.

General Page 8-112
Assignment of FCM flying duties

The commander may delegate the handling (PF duties) of the aeroplane to another
qualified FCM.
For most routine flight operations, commanders are encouraged to share PF duties
equally between the FCMs. For other circumstances, the experience level of the
other FCM shall be taken into account before the commander assigns PF duties.
Conditions when it is recommended for the commander to act as PF:

• when the first officer has low experience on the aeroplane type (less than 500
Hrs) in strong/gusty crosswind conditions;
• take off and landing close to crosswind limits;
• operations under adverse weather conditions, including take off and landing
on contaminated runways;
• operations at category C aerodromes;
• as directed in the OM part C AQB;
• when procedures in OM part B prescribe commander as PF, i.e. low visibility
operations;
• when the calculated landing distance required (LDR) with the selected
autobrake is close to the landing distance available (LDA), or whenever MAX
autobrake is required;
• operation on narrow runways.
Bird strike hazard

Flight crews can reduce the possibility and effects of a bird strike by increased
awareness and by following recommended procedures.
Prevention strategies
If large birds or flocks of birds are reported or observed:
• Flight crew shall not rely on onboard weather radar, landing lights, aeroplane
markings, time of day, or visibility to prevent bird strikes;
• the flight crew shall consider delaying the takeoff or landing when fuel permits.
Advise the tower and wait for aerodrome action before continuing;
• take off or land on another runway that is free of bird activity, if available;
• flight operations may need to be modified in the presence of known or
anticipated bird activity. Consider to reduce speed earlier to increase
maneuverability and mitigate risk for damage;
• below 10000 feet, keep speed below 250 knots if operationally possible;
• delay acceleration until passing 2000 ft AGL;
• descend with idle thrust as far as practicable and avoid extended low-altitude
level flight, particularly over water courses, nature reserves, or other areas of
known or expected bird activity;

General Page 8-113
• when landing is assured, consider landing through birds versus a missed

approach to avoid birds. This reduces the energy of the collision, the potential
for increased damage associated with engines at a high thrust level, and the
potential for multiple engine ingestions at low aeroplane energy states and low
altitude.
Detecting a bird strike while in flight

• Visual: birds seen in close proximity to the aeroplane or colliding with the
aeroplane, bird remains on windshield, cracked windshield;
• tactile: vibration of airframe or engine, thrust loss, asymmetric thrust,
increased drag, abnormal aeroplane handling characteristics;
• auditory: noise of strike or noise attributed to resulting damage: engine
surging, compressor stalls, aerodynamic noise from damaged radome, loss of
pressurization;
• smell: smoke, odor, or cooked bird smell;
• engine indications: reduction or fluctuation in primary thrust parameter (e.g.,
EPR, N1), abnormal fuel flow, abnormal engine vibration, engine failure,
exceeding engine limits;
• flight instruments: loss of data or erroneous indications arising from damage to
air data sensors or angle-of-attack sensors;
• other aeroplane systems or structure affected directly by a strike: damaged
communications or navigation antennas, damage to exposed electrical wiring
or hydraulic lines, damaged radome or weather radar, broken landing lights, or
cascading and multiple effects from sensor damage or engine damage.
Responses to a known or suspected bird strike

Known or suspected multiple engine ingestion, with normal engine indications:
• Consider air turnback or diversion to nearest suitable aerodrome;
• re-evaluate decision to continue with ETOPS, or overwater flight because
engine damage or performance degradation may manifest later in the flight.
Known or suspected strikes with large flocking birds (e.g. geese):

• consider air turnback or diversion to nearest suitable aerodrome, because
damage may affect aerodynamic lift and drag, subsequent fuel burn, and
ability to complete the flight safely;
• known or suspected airframe damage or engine damage;
• maintain or reduce speed — do not accelerate unless necessary for safety of
flight or to maintain flight path control;
• known or suspected strike with landing gear extended or in takeoff or landing
configuration;
• use available system information to assess possible damage to flight controls
and high lift devices, and make minimal and prudent changes in aeroplane
configuration in accordance with the flight phase;

General Page 8-114
• use available system information to assess possible damage to landing gear

and associated systems, including exposed electrical, pneumatic, and
hydraulic systems, and potential effects on the ability to steer and stop on the
runway.
Bird strikes during approach or landing:

• If the landing is assured, continuing the approach to landing is the preferred
option. If more birds are encountered, fly through the bird flock and land;
• if engine ingestion is suspected, limit reverse thrust on landing to the amount
needed to stop on the runway. Reverse thrust may increase engine damage,
especially when engine vibration or high exhaust gas temperature is indicated.
Post-flight actions following a known or suspected bird strike

Report all known or suspected bird strikes or bird activity on or in the vicinity of the
aerodrome via established procedures (SR).
No smoking policy
In order to minimise fire hazards, smoking is prohibited in, or within the footprint of,
an aeroplane at all times. This includes the use of nicotine replacements which
resemble actual tobacco smoking implements, such as cigarettes, cigars, or pipes
(e.g.: electronic cigarettes).
Use of portable electronic devices (PED)
Policy on the ground including taxi

On the ground all PEDs shall be switched off when the passengers have boarded
and all doors have been closed until a passenger door has been opened unless the
equipment is medical equipment necessary to support physiological functions.
During prolonged delay on the ground with the doors closed the commander may
permit the use of any kind of PED, provided sufficient time is available to check the
passenger compartment before the flight proceeds.
Policy in-flight
PEDs, excluding transmitting PEDs are allowed during non-critical phases of flight.
Transmitting PEDs are allowed during non-critical phases of flight if they are
equipped with a ‘flight mode’ function.
Suspected interference
The commander may for any reason and during any phase of flight require
deactivation and stowage of PED.
In case of suspected interference, the commander shall have cabin crew members
investigate whether unauthorized use is being made of electronic devices.

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Occurrences of suspected or confirmed interference that have potential safety

implication shall be reported via SR. The SR shall describe the:
• device;
• brand name;
• model number;
• location in the aeroplane at the time of occurrence;
• interference symptoms;
• result of actions taken by crew.
Permission on the use of PEDs in the flight deck

PEDs shall not be used during critical phases of flight and during any movement of
the aeroplane on the ground. When the PED is not in use, it shall be stowed in such
a way that it does not pose a loose-item risk or other hazard.
These restrictions shall not preclude use of a transmitting PED by the flight crew to
deal with an emergency during any phase of flight.
PEDs not accessible during the flight

PEDs shall be switched off, when not accessible for deactivation during flight. This
shall apply especially to PEDs contained in baggage or transported as part of the
cargo.
Deviation is allowed for some PED, in this case the flight crew will be informed before
the flight.
Suitability of aerodromes
Prior take-off / in-flight replanning

The commander shall only commence take-off or continue beyond the point from
which a revised ATS flight plan applies in the event of in-flight replanning when
information is available indicating that the expected weather conditions at the
destination and/or required alternate aerodrome(s) are at or above the planning
minima.
The commander shall not commence take-off unless:

• the weather conditions at the aerodrome and the condition of the runway
intended to be used, would not prevent a safe take-off and departure, and;
• aerodrome operating minima are complied with.
On VFR flights, the commander shall only commence take-off when the appropriate
weather reports and/or forecasts indicate that the meteorological conditions along the
part of the route to be flown under VFR will, at the appropriate time, be at or above
the VFR limits.

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En-route
On IFR flights, the commander shall only continue towards the planned destination
aerodrome when the latest information available indicates that, at the expected time
of arrival, the weather conditions at the destination, or at least one destination
alternate aerodrome, are at or above the applicable aerodrome operating minima.
Additionally the commander shall only continue beyond:

• the decision point when using the reduced contingency fuel (RCF) procedure,
or;
• the pre-determined point when using the pre-determined point (PDP)
procedure
when information is available indicating that the expected weather conditions, at the
time of arrival, at the destination and/or required alternate aerodrome(s) are at or
above the applicable aerodrome operating minima.
Approach
Before commencing an approach to land, the weather at the aerodrome and the
condition of the runway to be used should not prevent a safe approach, landing or
missed approach, with regard to performance information contained in the OM part
B.
The in-flight determination of the landing distance required shall be based on the
latest available meteorological or runway state report, preferably not more than 30
minutes before the expected landing time.
Deviation callouts
PM shall call out deviations from command airspeed or flight path. The PF shall
acknowledge and react to any deviation call out.
Callouts during approach

Parameters Deviation PM Callout
+ 10kt “SPEED”
IAS
- 5kt
> 1000ft/min unless a special “SINK RATE”
RATE OF DESCENT
briefing has been completed
PITCH ATTITUDE Excessive / abnormal “PITCH”
BANK ANGLE Excessive / abnormal “BANK ANGLE”
Greater than one dot or outside “LOCALISER”
LOCALIZER
the expanded localizer scale
GLIDESLOPE Greater than one dot “GLIDESLOPE”
Greater than one dot / 5° “COURSE”
COURSE deviation on NDB / VOR
approach
GLIDE PATH Greater than one dot “GLIDE PATH”

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Approach
Authorizations
Refer to OM part B for types of approaches that are authorised.
Visual approach
A ‘visual approach’ means an approach when either part or all of an instrument
approach procedure is not completed and the approach is executed with visual
reference to the terrain.
A visual approach may be executed provided both FCMs can maintain visual
reference to the terrain and:
• the reported ceiling is at or above the level of the beginning of the initial
approach segment for the aeroplane so cleared, or;
• the FCM reports at the level of the beginning of the initial approach segment
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 clear of cloud and with sufficient sight
of ground features or approach lighting to enable the aeroplane to be landed
safely, and
• the RVR is 800m or greater.
Go around: request an appropriate clearance / instruction from ATC as soon as

practicable (preferably before executing the visual approach) as the instrument
missed approach may not be appropriate.
Visual approach at night

During a visual approach at night, fewer visual references are available. Visual
illusions and spatial disorientation may occur. Visual illusions (“black-hole effect”,
light patterns creating a “false horizon”,…) affect the flight crew’s situational
awareness, particularly when maneuvering to a landing.
A night visual approach shall only be flown if there is a night visual approach brief in
OM part C for that specific aerodrome or the commander has experienced a visual
approach at that aerodrome. In addition a thorough briefing is required.
A visual approach at night should be considered only if briefed thoroughly before

executing the approach. The briefing, in addition to the standard crew briefing, shall
include:
• weather requirements for visual approach;
• the route and visual pattern (including altitude) that will be used;
• review of the obstacles in the vicinity, visibility and lighting of these obstacles
and the relation to the planned flight path (with regards to the required
obstacle clearance);

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• aerodrome hazards and obstructions (including relevant NOTAMS);

• use of electronic means (ILS, or on board calculated vertical and horizontal
path guidance).These aids shall be used if available;
• the fact that the terrain display is not certified to judge obstacle clearance and
shall not be used to do so;
• how traffic separation from previous traffic, if need be, will be handled;
• route and altitude that will be flown in case of missed approach and diversion,
including the conditions in which IMC can be entered safely again.
Stabilized approach
The aeroplane shall be stabilized on final approach at the latest 1000ft* ARTE in IMC
or 500ft ARTE in VMC. An approach is considered stabilised when all of the following
criteria are met:
• correct flight path, with only small changes in heading and pitch required to
maintain the correct flight path
• landing configuration
• between +10 kts and -5 kts of final approach speed
• rate of descent maximum 1000ft/min unless otherwise previously briefed (e.g.
steep approach)
• during a circling approach, wings shall be level on final when the aeroplane
reaches 300 ft ARTE.
• thrust setting appropriate for aeroplane configuration
• all checklists completed
If the above criteria are not met, a go-around shall be performed. The above values
are limits, not targets.
*: a later stabilisation in speed is acceptable if higher than normal approach speeds

are required by ATC procedures (e.g. minimum speeds till the OM). Stabilisation
shall, however, be achieved not later than 500 ft ARTE.
Continuous descent final approach (CDFA) technique

Non-precision approaches using straight in minima shall be flown using the CDFA
technique unless otherwise approved in OM part C.
When a NPA is flown using the CDFA technique the MDA shall be considered a DA.
There is no addition required to the published DA/MDA.
If the required visual reference is not achieved a missed approach, shall be executed
when reaching the DA or the MAPt, whichever occurs first. The lateral part of the
missed approach procedure shall be flown via the MAPt unless otherwise stated on
the approach chart.

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Commencement and continuation of the approach

The commander or the FCM to whom conduct of the flight has been delegated may
commence an instrument approach regardless of the reported RVR / visibility.
If the reported RVR / visibility is less than the applicable minimum the approach shall
not be continued:
• below 1000 ft above the aerodrome, or;
• into the final approach segment in the case where the DA/H or MDA/H is more
than 1000 ft above the aerodrome.
Where the RVR is not available, RVR values may be derived by converting the
reported visibility.
If, after passing 1000 ft above the aerodrome, 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 visual reference adequate for the type of approach
operation and for the intended runway is established at the DA/H or MDA/H and is
maintained.
The touchdown zone RVR shall always be controlling. If reported and relevant, the
midpoint and stopend RVR shall also be controlling. The minimum RVR value for the
midpoint shall be 125 m or the RVR required for the touchdown zone if less, and 75
m for the stopend. For aeroplane equipped with a rollout guidance or control system,
the minimum RVR value for the midpoint shall be 75 m.
If, due to weather conditions, a go-around from two successive approaches is
required, a third approach shall not be attempted except in an emergency or unless
there has been a report of a significant improvement in landing conditions from the
controlling authority.
Serious passenger illness, injury or death in-flight

Action shall be taken in case of serious illness, injury or death in-flight, to avoid
contagion for the other persons on board. The ill person shall be isolated for the
comfort and the safety of the ill person and of the others passengers.
Serious Illness
• request advice from any medical doctor or nurse on board. Such an advice is
not binding, since it does not relieve the company of its responsibility towards
the sick passenger;
• whenever feasible, a company contracted doctor shall be contacted, even
when a medical doctor or nurse is on board. A company doctor can be
contacted on a 24 hours per day basis. Contact with the doctor will be
established via the Operations Center;

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• if contact with the Operations Center cannot be established. Contact any other
suitable ground station. Information about medical facilities at or near en-route
aerodromes may be requested from ATS;
• as long as the ill person is on board, first aid shall be given by CCMs or
competent passengers;
• it is the commander’s responsibility to decide if an immediate landing is to be
made.
At commander’s discretion, an emergency may be declared.
Commanders shall report in-flight cases of suspected communicable disease to ATS.

ATS is then expected to relay this notification to the appropriate public health or other
competent authority. The emphasis on this notification routing through ATS is
intended to expedite alerting and better support shared situational awareness among
the key stakeholders, reinforcing efforts to slow the spread of dangerous diseases or
other public health risks by air.
When ATS is advised of a death, illness, and/or other public health risk, the following
information shall be forwarded:
• call sign;
• number of suspected cases of illness on board;
• nature of the illness or other public health risk, if known;
• number of persons on board;
• number of deaths, if applicable;
• commander’s intent (for example, continue to destination or divert);
• any request for assistance (for example, needing emergency medical services
to meet the aeroplane on arrival).
Identification of case of communicable disease by cabin crew:

Fever (38°C/100°F or greater) plus one or more of the following signs or symptoms:
• appearing obviously unwell;
• persistent coughing;
• impaired breathing;
• persistent diarrhea;
• persistent vomiting;
• skin rash;
• bruising or bleeding without previous injury;
• confusion of recent onset.
Suspected food poisoning on board

If at least 3 or more persons on board show symptoms of food poisoning, 2 sets of
samples of the food eaten by each passenger will have to be taken, and a separate
form completed for each passenger. The commander will fill in an SR.

General Page 8-121
Medical assistance in flight

The commander and SCCM shall be informed and a suitable announcement shall be
made requesting for the help of any qualified medical practitioner.
Handling
If the passenger is unable to walk and shall be carried from the aeroplane seat to his
wheelchair, the department in charge of this operation shall be contacted before the
arrival of the aeroplane, in order to have all equipment ready upon arrival.
In order to organize the medical assistance upon arrival at the home base, the
emergency services need some basic information which will be collected by the CCM
Death in flight
In the event of a death in flight the commander shall advise the relevant ground
authorities, through ATS, of the State's airspace in which the death occurred and also
the destination State's authorities, if different, when entering their airspace.
While the ultimate decision about a diversion or not rest with the commander , this
decision shall not be made without extensive consultation with the airline operations
center.
The commander shall complete a report (see forms) which records the name of the
deceased person, nationality, the time of the death, location and registration of the
aeroplane. One copy of this report is to be given to ground authorities at destination
and another to the Director Flight Operations.
Actions to be taken by cabin crew:

• the body shall be kept segregated, in a sleeping position - do not move the
body from the seat;
• encase the lower half of the body in a double thickness of waste bags to
contain the possible escape of body fluids and gases. Slide up from the feet to
enclose legs and
• secure around the waist. Then wrap the deceased in blankets; if the eyes are
open, gentle pressure to the upper eyelids maintained for a short period of
time should be sufficient to close them;
• the matter shall be handled discreetly so that other passengers are not
alarmed. Reseat passengers if possible.
Post-flight administration
When returning after the flight, perform the following items:
• Print, sign and consolidate 2Log
• Perform an after-flight synchronization
• Perform flight envelope & other forms administration
• Check your next flight duty (duty rosters)

General Page 8-122
Flight envelope
The flight envelope is intended for storage of papers and forms concerning a flight or
series of flights obviously belonging together. After completion of all forms they will
be filed in the flight envelope.
After the flight, the First Officer delivers the flight envelope in the crew room at its
dedicated space. A document holder, tray or mailbox is foreseen.
Airports other than BRU (including Morocco)

After the flight, the First Officer delivers the flight envelope at its dedicated space
(document holder, tray, mailbox,..)If no dedicated space is available, the First Officer
keeps the flight envelope with him until his next first passage in a crew room with
dedicated mailbox.
If the First Officer travels to BRU on the same day (e.g. taxi after flight) the flight
envelope shall be delivered in BRU.
Long Haul / Cabo Verde

The flight envelopes for the complete rotation of the aeroplane will stay on board and
shall be stored on the flight deck on First Officer’s side. After arrival at the home base
the whole set of flight envelopes from the aeroplane rotation will be delivered by the
First Officer in the crew room at its dedicated space.
Post flight exterior inspection

After the flight, the First Officer shall perform a post flight exterior inspection as soon
as possible to:
• check for dents or damage (especially in the servicing area);
• check the status of landing gear, brakes and tires;
• check for signs of volcanic ash (if the flight passed near such an area);
• check for signs of bird strike.
During normal turn around at outstation, the pre-flight exterior inspection for the next
leg covers this requirement.
Flight near areas of military conflict

When flying near areas of military conflict, the weather radar, transponder and TCAS
shall be selected ON. The radio emission profile of these devices will help to identify
the aeroplane as a civil transport.
Frequency 121.5 Mhz or other appropriate distress frequency shall be continuously
monitored.

General Page 8-123
Urgency communications
Urgency call phrases might be interpreted differently by different states and
agencies. In Europe a “PAN-PAN, PAN-PAN, PAN-PAN” declaration will usually
result in a priority landing and activation of emergency services.
In other states, the urgency call may not be recognized, result in no priority over
other traffic and may not result in emergency services not being activated.
In all cases, the appropriate phrase to be used is at the discretion of the commander.
If an urgency call is made, should the aeroplane not be given sufficient priority, or
should there be any doubt as to whether ATC fully understands the seriousness of
the situation, the call shall be upgraded to “MAYDAY, MAYDAY, MAYDAY”.
8.3.1 VFR / IFR policy
IFR operations
For operations under IFR, the commander shall ensure that instrument departure
and approach procedures established by the aerodrome are used.
Notwithstanding the above, the commander may accept an ATC clearance to

deviate from a published departure or arrival route, provided obstacle clearance
criteria are observed and full account is taken of the operating conditions. In any
case, the final approach shall be flown visually or in accordance with the established
instrument approach procedures.
On IFR flights the commander shall only:

• commence take-off, or;
o continue beyond the point from which a revised ATS flight plan applies
in the event of in-flight replanning;
o when information is available indicating that the expected weather
conditions at the time of arrival, at the destination and/or required
alternate aerodrome(s) are at or above the planning minima
• continue towards the planned destination aerodrome when the latest
information available indicates that, at the expected time of arrival, the
weather conditions at the destination, or at least one destination alternate
aerodrome, are at or above the applicable aerodrome operating minima.
VFR operations
Flights in accordance with the visual flight rules (VFR) may be undertaken, provided:
• the appropriate weather reports and/or forecasts indicate that the
meteorological conditions along the part of the route to be flown under VFR
will, at the appropriate time, be at or above the VFR limits, and;
• DFO approval is received.
• on VFR flights, the commander shall only commence take-off when the
appropriate weather reports and/or forecasts indicate that the meteorological

General Page 8-124
conditions along the part of the route to be flown under VFR will, at the
appropriate time, be at or above the VFR limits.
Phraseologies for the change of flight rules
Change from VFR to IFR

Aeroplane: “Request IFR clearance”
Ground: “Cleared to (clearance limit) via (route) climb (level) IFR starts at
(significant point/time) when passing / reaching (level) / now
(instructions)”
Change from IFR to VFR

Aeroplane: “Canceling (my) IFR (flight)”
Ground: “IFR (flight) canceled at (time) (instructions)”
Ground: “Unable to accept cancelation (due to) (reasons)”
Note: Only the IFR portion of the flight plan is cancelled, the flight plan is still
active, report of arrival required.
If a flight is conducted under VFR rules the following has to be observed.
Routes and Areas of Operation

The company has to ensure operations are only conducted along routes, or within
areas for which::
• ground facilities and services, including meteorological services , adequate for
the planned operations are provided;
• the performance of the aeroplane is adequate to comply with minimum flight
altitude requirements;
• the equipment of the aeroplane meets the minimum requirements for the
planned operation; and
• appropriate maps and charts are available.
• adequate and alternate aerodromes are planned when operating under IFR.
VFR Operating minima

VFR flights shall be conducted in accordance with the Visual Flight Rules (of the
respective state).
8.3.2 Navigation procedures
8.3.2.1 Keyboard entry crosscheck policy

All CDU entries which affect the active flight path or performance of the aeroplane
shall be independently crosschecked by the other FCM prior to execution. In flight,
only one FCM at a time shall operate his respective CDU in order not to downgrade
aeroplane monitoring.

General Page 8-125
8.3.2.2 Conventional navigation

Prior to using navigation aids, these shall be positively identified (manually or
automatically). Navigation aids with co-located DME require separate identification.
Whenever elements of information relative to position are contradictory, the reliability

of any relevant navigation aid(s) shall be verified by additional independent means.
Use of FMS / RNAV equipment to follow conventional departure

procedures
Where FMS / RNAV equipment is available, it may be used when flying the
conventional departure procedures provided:
• the procedure is monitored using the basic display normally associated with
that procedure, and;
• the tolerances for flight using raw data on the basic display are complied with.
Note: For aeroplanes without GNSS navigation updating, at least one navigation
control panel shall be set to “AUTO” (as installed).
Lead radials are for use by non-RNAV-equipped aeroplane and are not intended to
restrict the use of turn anticipation by the FMS.
8.3.2.3 Performance based navigation (PBN)
8.3.2.3.1 RNP
PBN is area navigation based on performance requirements for aeroplane operating
along an ATS route, on an instrument approach or in a designated airspace.
Authorizations
Refer to OM part B, types of operation.
RNAV 5 (B-RNAV)
The MEL takes into account RNAV 5 operations.
Contingency procedure
When unable RNAV 5, ATC shall be advised.
RNAV 1 (P-RNAV) –RNAV 2

The MEL takes into account RNAV 1 and RNAV 2 operations. Operating procedures
and a list of minimum equipment is available in OM part B.
FCM shall not fly an RNAV 1 or RNAV 2 SID or STAR unless it is retrievable by route
name from the onboard navigation database and conforms to the charted route.

General Page 8-126
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 waypoints is not permitted. Additionally, FCM shall not change any RNAV 1 or
RNAV 2 SID or STAR database waypoint type from a fly-by to a flyover or vice versa.
Contingency procedure
FCM shall notify ATC of any loss of the RNAV capability, together with the proposed
course of action. The loss of RNAV capability includes any failure or event causing
the aeroplane to no longer satisfy the RNAV requirements of the route.
RNP 10 (RNAV 10)
Time limitation
The time limitation in RNP 10 airspace means the maximum time the aeroplane may
fly through RNP 10 airspace without FMC position updating (IRS navigation only).
These limits are applied during the flight planning phase, assuming normal position
updates. Sectors that are planned without position updating (IRS navigation only) are
well within the time limitation.
Only, when the FMC is not updating position any more, the time limits apply. Refer to
OM part B.
Minimum equipment
The MEL takes into account RNP 10 operations. A list of minimum equipment is
available in OM part B.
Contingency procedures
When unable RNP 10, ATC shall be advised. Oceanic contingency procedures apply
in RNP 10 airspace.
RNAV departures and arrivals

Departure and arrival waypoint information is contained in a navigation database. If
the navigation database does not contain the departure or arrival procedure, then the
procedure cannot be used.
RNAV approach
Minimum equipment
The MEL takes into account RNAV approach operations. A list of minimum
equipment is available in OM part B.
Operating procedures
Refer to OM part B.

General Page 8-127
Phraseology
Circumstance Phraseology
Informing ATC of RNAV / RNP “UNABLE RNAV (or RNP) type DUE
degradation. reason”
Informing ATC of no RNAV / RNP
“NEGATIVE RNAV (or RNP)”
capability
RNAV arrival or departure procedure “UNABLE designator DEPARTURE (or
cannot be accepted by FCM ARRIVAL) DUE RNAV TYPE”
ATC unable to assign an RNAV arrival or
departure procedure requested by a FCM “UNABLE TO ISSUE designator
due to the type of onboard RNAV DEPARTURE (or ARRIVAL) DUE RNAV
equipment TYPE”
Confirmation whether a specific RNAV
“ADVISE IF ABLE designator
arrival or departure procedure can be
DEPARTURE (or ARRIVAL)”
accepted
8.3.2.4 Minimum Navigation Performance Specification

(MNPS) / Oceanic / SLOP
Authorizations
Refer to OM part B, types of operation.
General
This section includes special navigation procedures to be used on MNPS and other
long haul routes. Non-normal procedures for navigation equipment failures are also
discussed as are the procedures to be followed in the event of a Gross Navigation
Error. Parts of the North Atlantic Oceanic airspace have been designated as
Minimum Navigation Performance Specification (MNPS) Airspace. Aeroplane shall
have certain defined serviceable navigational equipment to enter such airspace.
Operations on the NAT (North Atlantic) will be in MNPS airspace, may be ETOPS
(refer to OM part A 8.5) and may also be on the Organised Track System (OTS ) or
may be random routes. The OTS is fully described in the OM part C. Certain fixed
routes are termed ‘Special Routes’, for example, the Tango Routes and G3 and G11.
These routes are not within the North Atlantic OTS and are airways mostly defined by
fixed waypoints rather than Lat/Long co-ordinates.
Flight crews are reminded that human error accounts for the majority of navigation
errors in FMS equipped aeroplane. Most errors have occurred when the equipment
was functioning normally but the operating procedures were not followed. Strict
adherence to the recommended procedures is essential at all times. Additional
procedural information is available in the North Atlantic & North America Route Brief
and in the QRH Ops Info Chapter. Flight crews shall use this information for all

General Page 8-128
MNPS / ETOPS and Oceanic flights as it contains a complete list of individual crew
actions and responsibilities.
Pre-Flight Planning
Thorough pre-flight planning plays a vital part in making accurate and successful
Long Range Navigation possible. It is also essential for successful resolution of in-
flight navigational difficulties such as equipment failure. The following additional
preparation shall be completed prior to any MNPS flight:
• For flights operating on the North Atlantic OTS, the OFP co-ordinates shall be
checked against those listed on the appropriate NAT Track Message. Check
the NAT track message identification (TMI) and date. Should a flight be
planned on an aeroplane not equipped with datalink communications, ensure
that a CPDLC exclusive routing has not been filed. The remarks section of the
NAT track message will identify two core tracks, on which to flight plan or fly in
the altitude band FL360-390 inclusive, the aeroplane shall be equipped with
and operating CPDLC and ADS-C.
• When operating on a random route, ensure that the co-ordinates shown in the
ATC flight plan are the same as those on the FMS route section of the OFP.
• Only one OFP shall be used. When a complex ATC re-route is required then
the re-route portion shall be logged on a blank flight plan rather than amending
the OFP.
• As part of the CBP a flight globe is provided and shall be used for situational
awareness on all flights entering MNPS Airspace, except Tango Routes or
special routes. The flight globe is not used for navigational accuracy. For other
longhaul flights a route orientation chart may be provided which should be
used for orientation purposes with respect to planned en-route alternates.
• The flight globe shows the planned route, the OTS, rule distance arcs, ETPs
(equal time points) and ETOPS ERAs. Should a flight globe not be available
the planned route shall be drawn on a plotting chart (if used) and each of the
waypoints labelled with the co-ordinates shown on the OFP e.g. 4515N. The
nearest NAT tracks above and below, shall also be plotted while adjacent to
the route. The ETPs shall be annotated as correctly as possible.
Prior to Take Off

The following shall be accomplished prior to take off:
• Ensure that the FMC and aeroplane clocks are correct (UTC).
• Complete a full IRS alignment.
• Confirm the FMC navigation data base is current.
• Check HF and SELCAL if possible. (Do not check HF if the aeroplane is being
refuelled).
• Load FMC with route and check waypoints inserted correctly as in paragraph
3) below.
• [787] For ADS-B operating areas ensure that the Flight ID is correctly entered
into the FMC. The Flight ID shall exactly match the aeroplane ID entered in
Item 7 of the ICAO flight plan.

General Page 8-129
• Both FCMs shall independently confirm and check present position Lat/Long
coordinates in the FMC.
• Both FCMs shall verify the track and distance of waypoints in the FMC.
• Confirm the applicable engineering maintenance checks are in date, the Pre
Flight Check has been accomplished by an engineer and the aeroplane is
RVSM capable.
• Load FMC with initial winds and temperatures, if not loaded via datalink (for
accurate boundary ETA).
• On taxi crews shall check the FMC ground speed. A speed error may be
indicative of an IRS unservicability.
Navigation Procedures
Meticulous compliance with the following procedures is essential at all times to
ensure that a high standard of performance and safety is maintained.
FMC generated or inserted waypoints shall be carefully compared to the OFP and
cross checked by both FCMs. This is achieved as follows;
• Circle the waypoint to signify that insertion of the correct co-ordinates in the
FMC has been verified by the other FCM, prior to departure. The normal
procedure is for the pilot verifying CDU entries to circle the waypoint on the
OFP.
• The flight crew shall check the track and distance between MNPS waypoints.
When this is completed the track/distance column of the OFP shall be marked
with a ‘V’ to indicate that the tracks and distances have been verified. The
recommended method of conducting this check is for the PF to read from the
CDU and the PM to check the OFP.
• Prior to active waypoint passage, tick the next circled (non-active) waypoint to
indicate that the relevant track and distance information has been rechecked.
• At active waypoint passage the circle shall be crossed through.
The time of waypoint passage shall be recorded on the OFP.
Both FCMs shall monitor ATC clearances. If received by voice, the PM shall record
the clearance on the OFP with the PF verifying the receipt and the read-back.
Voice Communications
It is essential that the published voice communication procedures are used to
eliminate confusion and errors. The full Company callsign will be used at all times,
with the flight number spoken phonetically. The published R/T phraseology will be
used when giving altitude, position reports etc. When initiating an HF voice contact it
is helpful if the frequency being used is also included as radio operators may
simultaneously monitor and operate more than one frequency. E.g. “SHANWICK,
ABC123 ON 5649, POSITION”. Select 121.5 MHz on the centre or right VHF and
monitor this frequency when on oceanic or remote continental routes or when not
required for other purposes.

General Page 8-130
Normally, communication with OACs (Oceanic Area Control) is conducted on SSB

HF frequencies but there are some VHF stations such as Iceland and Greenland.
A listening watch shall be maintained on the assigned frequency but is not necessary
if SELCAL watch is available. A functional check shall be made before commencing
SELCAL watch and the SELCAL code shall be entered on the ATS Flight Plan. It is
important to note that it is equally essential to comply with the foregoing SELCAL
provisions even if ADS/CPDLC are being used for routine air/ground ATS
communications. This will ensure that ATC has a timely means of contacting the
aeroplane.
The actions to be taken after a loss of HF communications due to un-serviceability or

HF Blackout are summarised below.
Equipment failure before receiving an Oceanic Clearance:

• Divert or fly the Flight Plan route, speed and initial planned oceanic level to
landfall.
HF Blackout encountered (in an HF communications Domestic ATC environment)

before receiving an Oceanic Clearance:
• Continue at Domestic cleared level and follow flight planned route and speed
to landfall
Equipment failure or HF Blackout after receiving an Oceanic Clearance:

• Fly that clearance to landfall.
In all cases, after landfall re-join or continue on the flight planned route using
appropriate procedures in the En-route Supplement for the domestic airspace
entered.
Datalink Communications
Development, testing, and operational experience have highlighted fundamental
differences between CPDLC and voice communications. When using voice
communications, each FCM hears an incoming or outgoing ATS transmission. With
voice, the natural ability for each crew member to understand incoming and outgoing
transmissions for their own aeroplane has provided a certain level of situational
awareness among the flight crew.
With CPDLC, flight crew procedures need to ensure that the flight crew has an
equivalent level of situational awareness associated with understanding the content
and intent of a message in the same way. It is therefore imperative that each FCM
independently reviews each CPDLC uplink prior to responding and/or executing a
clearance that it may contain and each CPDLC downlink message prior to
transmission.
When ATC sends an uplink message to an aeroplane that is accepted (WILCO) by
the flight crew, ATC expects the flight crew to comply with the clearance. To minimise

General Page 8-131
errors for CPDLC uplink messages, each FCM shall read the uplinked message
independently before initiating a discussion about whether and how to act on the
message. Reading a message independently is a key element to ensure that each
FCM does not infer any preconceived intent different from what is intended or
appropriate.
CPDLC downlink messages shall typically be independently reviewed by each FCM
before the message is sent. PM shall normally input the message before being
reviewed by PF.
When operating in Oceanic regions using CPDLC it may be necessary due to ATC
systems to use the full latitude and longitude format for waypoint insertion (e.g.
N45W020) as opposed to the ARINC 424 format (e.g. 4520N) when programming
the FMC.
Oceanic Operating Procedures - Normal
ATC Clearance
FCMs shall request oceanic clearances from the ATS unit responsible for the first
oceanic area within which they wish to operate. Clearances can be obtained using
VHF Clearance Delivery frequencies, HF or datalink. For the North Atlantic, the
frequencies are listed in the OM part C.
It is recommended that flight crew shall request their Oceanic Clearance via voice at
least 40 minutes prior to the Oceanic entry point ETA except when entering the
Reykjavik area from the Scottish or Stavanger areas, then the clearance shallbe
requested 20 minutes before the Oceanic entry point ETA. Clearance via data link
shall be 30 to 90 minutes prior to oceanic entry. It is important that both FCMs
confirm and enter the ocean at the altitude assigned in the oceanic clearance (this
may be different than the domestic cleared flight level). Crews shall include their
requested flight level in their initial clearance request. Some oceanic centres (New
York and Santa Maria) require FCMs to advise them at the time when the aeroplane
is capable of climbing to a higher level. If crossing these OCAs “When Able Higher"
(WAH) reports shall be included in the initial Oceanic request.
Clearances are intended to provide safe separation and if a clearance differs from
that originally planned, special caution shall be exercised to ensure that the
coordinates of the assigned track and associated domestic routings are fully
understood and correctly inserted in the FMC.
It is imperative that FCMs verify each element of the Oceanic clearance on receipt
and at each waypoint, since failure to do so could result in inadvertent deviation from
the assigned track with a resultant possible collision hazard. FCMs shall pay
particular attention when the issued clearance differs from the Flight Plan. (N.B. a
significant proportion of navigation errors investigated in the NAT involve an
aeroplane which has followed its Flight Plan rather than its differing clearance).
The three elements of an Oceanic Clearance are:
• Route

General Page 8-132
• Mach Number
• Flight Level.
These may be issued at the same time by one ATS unit or may be issued over a
period of time by different ATS units.
If FCMs have not received their Oceanic Clearance prior to reaching the Shanwick
OCA boundary, they shall contact Domestic ATC and request instructions to enable
them to remain clear of Oceanic Airspace whilst awaiting such clearance. This may
involve holding until a clearance is issued. This is not the case for other NAT OCAs
where FCMs may enter the Oceanic airspace while awaiting receipt of an Oceanic
Clearance. FCMs shall always however endeavour to obtain Oceanic Clearance prior
to entering any OCA. In such circumstances, pending receipt of the Oceanic
Clearance, the aeroplane shall continue to maintain the current cleared flight level.
The FAA considers the aerodrome clearance which an aeroplane receives on the
ground at its departure aerodrome to be the route portion of the oceanic clearance.
Altitude and speed assignment will occur prior to entry into the New York Center
Oceanic CTA. As is the current operating procedure, unsolicited en-route route,
altitude or speed changes may occur due to changing traffic situations. At all times,
the last assigned route, altitude and speed are to be maintained and shall be
considered your new oceanic profile. Having received all three components, the
requirement to receive an oceanic clearance will have been met.
Any clearance shall be requested by the PM and if received by voice, the clearance
shall be recorded on the OFP. A voice clearance and read back shall be monitored
by the PF if possible. Any questions concerning the clearance will be clarified with
ATC immediately. All waypoint co-ordinates should be read back (except on the OTS
when the TMI shall be read back).
Crews shall be aware that some OACs may issue clearances for random routings
which specify "via flight plan route". Nevertheless, in all circumstances regarding
random route clearances, FCMs are required to read back the full track co-ordinates
of the flight plan route, from the oceanic entry point to the exit point. The cleared
route shall be crosschecked against the OFP and, if appropriate, the track message.
Prior to proceeding outbound from the oceanic entry point, the clearance given by
ATC shall be checked against the OFP and flight globe/plotting chart (if used). Any
change of waypoint co-ordinates will be identified at this time and the appropriate
action taken in accordance with (Re-clearance Procedure) below.
There have been a number of serious transatlantic incidents caused by inaccurate

time reporting. It is essential that crews pass accurate estimates to ATC in the non-
radar environment as this is the prime means of ATC aeroplane separation. Crews
shall cross-check all estimates and keep them updated as necessary. Any ETA in
error by 3 minutes or more shall be notified to ATC.

General Page 8-133
After departure crews shall manually compute the ETA at the Oceanic entry waypoint
and compare this to the estimate from the FMC to establish an accurate entry point
ETA. An entry point ETA change of 3 minutes or more shall be reported to ATC.
Speed - Mach Number Technique

A Mach No Technique is used to maintain aeroplane separation. It is essential to
maintain the Mach No as assigned in the clearance message; no tolerance is
provided for. FCMs shall not utilise Long Range Cruise or ECON FMC modes when
transiting NAT MNPS airspace. Changes of Mach No shall be requested and will be
given subject to traffic conditions. Enforced change of speed shall be notified to ATC
as soon as possible.
Position Reports
Position reports by voice shall be made as follows:
• Unless otherwise required by air traffic services, position reports from flights
not defined by designated reporting points will be made at the significant
points listed in the flight plan.
• The prefix "POSITION" shall be used when passing NAT position reports.
Position will be reported in Latitude and Longitude except when over a named
reporting point. Times are reported in UTC and are always four figures. i.e.
1054.
• Position reports will include an estimate for the next reporting point and the
designator for the next point after that.
• Reporting procedures are listed in the navigation documentation.
• If the estimated time for the ‘next position’, as last reported to ATC, has
changed by 3 minutes or more, a revised estimate shall be transmitted to the
ATS unit concerned as soon as possible. FCMs shall always report to ATC as
soon as possible on reaching any new cruising level.
Note: Position reports may be sent via CPDLC if needed.
Re-clearance Procedure
If an Oceanic reroute or a new clearance is given the following procedure shall be
carried out:
• The PM shall load and, after verification by PF, execute the entry waypoint.
• The PF shall check the coordinates of the entry waypoint and then track
towards it.
• PF shall draw and label the new route (including ETPs) on the flight globe and
cross out the old route. PM shall load the FMC with the remainder of the new
route co-ordinates.
• PM shall complete a blank flight plan for complex route changes. Simple route
changes e.g. a direct routing, may be indicated on the original OFP. Extract
the tracks and distances from the OM part C.
• PF shall verify the route waypoints from the FMC and circle on the flight plan.
• Both FCMs will verify the true tracks and distances between new waypoints.

General Page 8-134
• The method outlined in (Navigation Procedures) above shall be used to

identify and indicate the status of each waypoint.
Approaching Oceanic Entry Point

A flight shall not proceed beyond the oceanic entry point unless:
• RNP 10 verified or set prior to entry in to MNPS airspace and verify RNP is not
exceeded.
• The FMC Map position has been checked when GPS updating is not
available. This may be by a position accuracy check. The difference between
the FIX page and VOR/DME will typically be no more than 1nm and 5°
although these figures are not limitations.
At Oceanic Entry Point

At the Oceanic entry point:
• Confirm that the aeroplane is correctly tracking the desired outbound track and
consider use of the SLOP.
• Confirm that the heading reference remains in Magnetic.
A2000 shall be selected on the ATC transponder 30 minutes after oceanic entry. In
WATRS and Reykjavik airspace however, retain the last assigned squawk.
FCM Duties
PF Duties
• Just prior to a waypoint, verify the next track and distance with the PM.
• If a flight globe is being used, the relevant Atlantic Orientation Chart or
equivalent shall be used for orientation purposes.
• If using a plotting chart (due to non-availability of the flight globe or following a
major re-route), after 2° or about 10 minutes plot the position on the chart
using Lat and Long co-ordinates from the FMC and annotate the time of the
plot on the plotting chart.
PM Duties
• Maintain the OFP by annotating Clearances (unless received by data link),
Flight Levels, flight timings and fuel check information.
• Make all necessary radio calls.
• Obtain relevant Met information, as needed.
• If a re-clearance is given, complete the blank flight plan as needed.
Waypoint Passage
When transiting a waypoint:
• PM makes a position report to ATC. PF monitors the report and read back. If
data link procedures are used a voice position report is not needed.

General Page 8-135
• Both FCMs shall confirm that the next waypoint becomes the ‘active’ waypoint
and that the track and distance to it is logical. Confirm on the map display that
the aeroplane is accurately tracking to the next waypoint.
• Optimum use shall be made of LNAV. Particular care shall be taken if LNAV is
deselected (during weather avoidance, etc.) to ensure that the original track is
regained as soon as practical and that automatic tracking is re-established.
ATC shall be advised as appropriate. [787] The PICK WPT facility on the ND
map display shall not be used when operating in MNPS Airspace.
• PM records the waypoint crossing time on the OFP together with the fuel
remaining and confirms that any trend is satisfactory.
• If using a plotting chart, approximately 2° or 10 minutes after waypoint
passage the PF shall plot the aeroplane position and record the time.
• The FCMs shall ensure that the aeroplane remains within the Rule Distance of
an ETOPS en-route alternate aerodrome at all times. To comply with this
requirement, the OFP may include one or more ‘doglegs’. ATC offers of more
direct routings shall not be accepted unless the Rule Distance is no longer a
consideration.
Approaching the Oceanic Exit Point

When approaching the Oceanic exit point the crew shall:
• Confirm onward clearance from ATC and ensure this is the route entered in
the FMC.
• Unless directed to do otherwise by ATC, the aeroplane shall be flown directly
overhead the exit point.
• When overhead the exit point, verify or select an appropriate RNP (as
installed). Otherwise confirm the position from the FMC and verify this with any
other reliable aids that are available.
• Fly direct to the next waypoint removing any Lateral Offset prior to exiting
oceanic airspace.
• Request change to ECON Mach Number and optimum flight level.
‘Tango’ Routes
FMC database information is available for all MNPS Tango routes and they are fixed
tracks. Full MNPS procedures are required for these routes with the exception of
plotting and the preflight track and distance verification. Only one HF radio is required
on the ‘Tango’ routes. Prior to reaching the Shanwick OCA boundary, if FCMs have
not received their oceanic clearance then they are to remain clear of oceanic
airspace whilst awaiting such clearance.
Weather deviation procedures In Oceanic Airspace

When initiating communications with ATC, a rapid response may be obtained by
stating “WEATHER DEVIATION REQUIRED” or by using the urgency call “PAN
PAN”.

General Page 8-136
The flight crew shall inform ATC when weather deviation is no longer required, or
when weather deviation has been completed and the aeroplane has returned to its
cleared track.
Actions to be taken when Controller-FCM communications are established

Notify ATC and request clearance to deviate from track, advising, when possible, the
extent of the deviation expected.
The flight crew shall take the following actions:
• Comply with the ATC clearance issued, or;
• Advise ATC of intentions and execute the procedures detailed in ‘Actions to be
taken if a revised ATC clearance cannot be obtained’
Actions to be taken if a revised ATC clearance cannot be obtained

If the aeroplane is required to deviate from track to avoid adverse meteorological
conditions and prior clearance cannot be obtained, an ATC clearance shall be
obtained at the earliest possible time. Until an ATC clearance is received, the FCM
shall take the following actions:
• If possible, deviate away from an organised track or route system;
• Establish communications with and alert nearby aeroplanes by broadcasting,
at suitable intervals: aeroplane identification, flight level, position (including
ATS route designator or the track code) and intentions on the frequency in use
and on 121.5 MHz (or, as a back-up, on the inter-FCM air-to-air frequency
123.45 MHz);
• Watch for conflicting traffic both visually and by reference to TCAS;
• Turn on all exterior lights;
• For deviations of less than 10nm remain at a level assigned by ATC;
• For deviations greater than 10nm, when the aeroplane is approximately 10nm
from track, initiate a level change in accordance with the following table;
Route centre line track Deviations > 10 NM Level change

East Left Descend 300 ft
(000° to 179° magnetic) Right Climb 300 ft
West Left Climb 300 ft
(180° to 359° magnetic) Right Descend 300ft
• When returning to track, be at its assigned flight level when the aeroplane is
within approximately 10nm of the centre line, and;
• If contact was not established prior to deviating, continue to attempt to contact
ATC to obtain a clearance. If contact was established, continue to keep ATC
advised of intentions and obtain essential traffic information.

General Page 8-137
Strategic Lateral Offset Procedure (SLOP) In MNPS and Remote

Continental Airspace
By allowing aeroplane conducting oceanic and remote continental flights to fly lateral
offsets not exceeding 2 nm right of centre-line, an additional safety margin will be
provided and will mitigate the risk of collision when non-normal events such as
operational altitude deviation errors and turbulence-induced altitude deviations occur.
The procedure provides for the application of lateral offsets within the following
guidelines:
• Strategic lateral offsets and those executed to avoid wake turbulence are to be
made to the right of a route or track.
• There are three positions that an aeroplane may fly; centre-line, 1 nm or 2 nm
right.
• Offsets are not to exceed 2 nm right of centre-line.
Distributing aeroplane laterally and equally across the three available positions adds
an additional safety margin and reduces collision risk. This is now considered a
Normal Procedure for operations in oceanic and remote continental airspace and
FCMs are required to adopt this procedure as appropriate. Flight crew shall take
account of the following:
• Aeroplane without automatic offset programming capability shall fly the
centreline.
• FCMs of aeroplane capable of programming automatic offsets shall preferably
not fly the centre line but rather elect to fly an offset 1 or 2 nm to the right of
the centre line in order to obtain lateral spacing from nearby aeroplane (i.e.
those immediately above and/or below). FCMs shall use whatever means are
available (e.g. TCAS, communications, visual acquisition, GPWS) to
determine the best flight path to fly.
• An aeroplane overtaking another aeroplane shall offset within the confines of
this procedure, if capable, so as to create the least amount of wake turbulence
for the aeroplane being overtaken.
• For wake turbulence purposes, FCMs shall fly one of the three positions
shown above. FCMs shall not offset to the left of centreline nor offset more
than 2 nm right of centreline. FCMs may contact other aeroplanes on the air-
to-air channel, 123.45 MHz, as necessary; to co-ordinate the best wake
turbulence mutual offset option. (Note. It is recognised that the FCM will use
his judgement to determine the action most appropriate to any given situation
and that the FCM has the final authority and responsibility for the safe
operations of the aeroplane) .
• FCMs may apply an offset outbound at the oceanic entry point and shall return
to centreline prior to the oceanic exit point unless otherwise authorised by the
appropriate ATS authority or directed by the appropriate ATC unit.
• Aeroplane transiting ATS Surveillance-controlled airspace mid-ocean shall
remain on their already established offset positions.
• There is no ATC clearance required for this procedure and it is not necessary
that ATC be advised.

General Page 8-138
• Voice position reports shall be based on the waypoints of the current ATC
clearance and not the offset positions.
8.3.2.5 In-flight re-planning

When a flight has to proceed along a route or to a destination aerodrome other than
originally planned, the commander shall ensure the usable fuel on board includes:
• trip fuel for the remainder of the flight, and;
• reserve fuel consisting of
o contingency fuel;
o alternate fuel, if a destination alternate aerodrome is required;
o final reserve fuel, and;
o additional fuel, if required by the type of operation;
• extra fuel (if required by commander)
The commander shall only continue beyond the point from which a revised ATS flight
plan applies in the event of in-flight re-planning when information is available
indicating that the expected weather conditions, at the time of arrival, at the new
destination and/or required alternate aerodrome(s) are at or above the planning
minima.
Considerations shall be given to aerodrome facilities and passenger service

capabilities.
Before an aeroplane diverts, an ATC clearance shall be issued. The following flight
plan information may be required when requesting this clearance:
• new destination
• route of flight
• altitude
• estimated time en-route
• endurance (hours and minutes)
8.3.2.6 Procedures in the event of system

degradation
Refer to OM part B.
8.3.2.7 Reduced Vertical Separation Minima (RVSM)
Operating procedures
Flight planning.
During flight planning the flight crew shall pay particular attention to conditions that
may affect operation in RVSM airspace. These include, but may not be limited to:
• Verifying that the airframe is approved for RVSM operations;

General Page 8-139
• reported and forecast weather on the route of flight;

• minimum equipment requirements pertaining to height-keeping and alerting
systems and
• any airframe or operating restriction related to RVSM operations.
Pre-flight procedures.
Refer to OM part B for normal operating procedures which cover MNPS
requirements.
During the external inspection of aeroplane, particular attention shall be paid to the
condition of static sources and the condition of the fuselage skin near each static
source and any other component that affects altimetry system accuracy.
Prior to RVSM airspace entry.

The following equipment shall be operating normally at entry into RVSM airspace:
two primary altitude measurement systems. A cross-check between the primary
altimeters shall be made. A minimum of two will need to agree within ±200 ft. Failure
to meet this condition will require that the altimetry system be reported as defective
and air traffic control (ATC) notified;
• one automatic altitude-control system;
• one altitude-alerting device and
• operating transponder.
Should any of the required equipment fail prior to the aeroplane entering RVSM
airspace, the flight crew shall request a new clearance to avoid entering this
airspace.
In-flight procedures.
The following procedures are applicable:
The aeroplane shall not intentionally depart from cleared flight level without a positive
clearance from ATC unless the crew are conducting contingency or emergency
maneuvers;
When changing levels, the aeroplane should not be allowed to overshoot or
undershoot the cleared flight level by more than 150 ft. The level off shall be
accomplished using the altitude capture feature of the automatic altitude-control
system.
An automatic altitude-control system shall be operative and engaged during level

cruise, except when circumstances such as the need to re-trim the aeroplane or
turbulence require disengagement.
Before entering RVSM airspace, the initial altimeter cross-check of primary and
standby altimeters shall be recorded on the OFP.

General Page 8-140
In normal operations, the altimetry system being used to control the aeroplane shall
be selected for the input to the altitude reporting transponder transmitting information
to ATC.
If the flight crew is notified by ATC of a deviation from an assigned altitude exceeding
±300 ft then the flight crew shall take action to return to cleared flight level as quickly
as possible.
Contingency procedures after entering RVSM airspace are as follows:
The flight crew shall notify ATC of contingencies (equipment failures, weather) that
affect the ability to maintain the cleared flight level and coordinate a plan of action
appropriate to the airspace concerned.
The flight crew shall notify ATC when encountering greater than moderate
turbulence. If unable to notify ATC and obtaining an ATC clearance prior to deviating
from the cleared flight level, the flight crew shall follow any established contingency
procedures for the region of operation and obtain ATC clearance as soon as
possible.
Post-flight procedures.
In making ATL entries on malfunctions in height-keeping systems, the flight crew
shall provide sufficient detail to enable maintenance to effectively troubleshoot and
repair the system. The flight crew shall detail the actual defect and the crew action
taken to try to isolate and rectify the fault.
The following information shall be recorded when appropriate:

• Primary and standby altimeter readings;
• MCP altitude setting;
• subscale setting on altimeter;
• autoflight system the flight crew used to control the aeroplane and any
differences when an alternative autoflight system was selected;
• differences in altimeter readings, if alternate static ports selected;
• use of air data computer selector for fault diagnosis procedure, and;
• the transponder selected to provide altitude information to ATC and any
difference noted when an alternative transponder was selected.
8.3.2.8 Navigation outside the FMC database
Introduction
This procedure is established to ensure navigation integrity and is essentially based
on procedures used for oceanic navigation.

General Page 8-141
Procedure
Pre-flight
If a flight shall be performed outside the FMS database, the database shall be
considered out of date for that portion of the flight outside the FMS database. Refer
to the MEL.
If the departure aerodrome is outside the FMS database, another aerodrome shall be
entered as close as possible to the departure aerodrome to enable route activation,
or created from the supplemental database (as installed). If no aerodrome is entered,
some FMS will replace the departure aerodrome by “ORGN”; refer to OM B. Use
caution to enter the correct position in the FMS before departure.
If the arrival aerodrome is outside the FMS database, another aerodrome shall be
entered as close as possible to the arrival aerodrome to enable route activation, or
created from the supplemental database (as installed). In the case of a nearby
aerodrome, the destination fuel prediction will not be correct. Fuel consumption is
crosschecked with the OFP after each waypoint passage. Crew awareness on fuel
consumption shall be increased in particular regarding fuel leak detection.
For that portion of the flight outside the FMS database:

PF shall enter the waypoints coordinates by reading from the OFP. All OFP
waypoints shall be entered. The waypoint code generated (e.g. WPT01) shall be
annotated against the relevant point on the OFP.
PM shall crosscheck each waypoint coordinate in the FMS with the OFP coordinates.
Each waypoint is then circled on the OFP to signify that the correct coordinates have
been double checked independently by each FCM.
For each waypoint, PF shall read out the FMS distance and Magnetic (or True) Track
between waypoints. PM shall verify on the OFP and mark the track/distance column
of the OFP with a ‘V’ to indicate that the tracks and distances have been verified. If
the track difference is more than 2 degrees, the coordinates shall be rechecked.
In-flight:
For that portion of the flight outside the FMS database:
Before waypoint passage, the PF shall crosscheck the coordinates of the next
waypoint as well as the track and distance with the navigation chart (NOTAMs shall
be checked).
On waypoint passage, PM shall check fuel consumption with OFP. The circled
waypoint on the OFP is then crossed out to signify that the aeroplane has over flown
the waypoint concerned.
Both FCM shall regularly check aeroplane position with raw data from navigation
aids.

General Page 8-142
If GPS updating not available, VHF NAV updating shall not be left in manual mode.
8.3.2.9 Polar Navigation

North Polar (area north of N78° latitude) and South Polar (area south of S60°
latitude) operations are not authorised.
8.3.3 Altimeter setting procedures

Refer to OM part B.
8.3.4 Altitude alerting system procedures

Refer to OM part B.
8.3.5 GPWS / TAWS procedures and instructions

The rate of descent shall be limited to a maximum of 2.000 fpm below 2.000 ft AGL.
GPWS / TAWS Caution

The FCM shall without delay initiate the response as described in OM part B required
to correct the condition which has caused the caution and be prepared to respond to
a warning.
If a caution is not followed by a warning and if applicable, the commander shall

ensure that ATS is notified of the new position, heading and/or altitude/flight level of
the aeroplane and state intentions.
GPWS / TAWS Warning

The FCM shall without delay:
• perform the terrain avoidance maneuver as described in OM part B;
• maintain the climb until visual verification can be made that the aeroplane will
clear the terrain or obstacle ahead or until above the appropriate sector safe
altitude.
If, subsequently, the aeroplane climbs up through the sector safe altitude, but the
visibility does not allow the flight crew to confirm that the terrain hazard has ended,
checks shall be made to verify the location of the aeroplane and to confirm that the
altimeter subscale settings are correct.
When the workload permits, the flight crew shall notify ATS of the new position and
altitude/flight level, and state intentions.
TAWS warnings shall never be ignored. However, the FCM’s response may be
limited to that which is appropriate for a caution, only if:
• the aeroplane is being operated by day in clear, visual conditions, and;

General Page 8-143
• it is immediately clear to the FCM that the aeroplane is in no danger in respect

of its configuration, proximity to terrain or current flight path.
Reporting
A GPWS / TAWS warning shall be reported via ASR.
8.3.6 TCAS policy and procedures
Traffic advisory (TA)

The PF shall be prepared to respond to any RA that might follow. The PM shall
provide updates on the traffic location shown on the traffic display.
No attempt shall be made to adjust the current flight path in anticipation of what an
RA would advise. When visual acquisition is attained, and as long as no RA is
received, normal right of way rules shall be used to maintain or attain safe
separation. No unnecessary manoeuvres shall be initiated.
If a TA is received when approaching a cleared level at a high vertical rate, the

vertical rate shall be reduced to less than 1 500 ft/min.
Resolution advisory (RA)

Upon receiving an RA the PF shall execute the traffic avoidance maneuver as
described in OM part B even if it is in conflict with an ATC instruction and even if the
FCM believes that there is no threat present. The PM shall monitor the response to
the RA and shall provide updates on the traffic location by checking the traffic
display. The controller shall be informed of the RA as soon as time and workload
permit, using the standard phraseology.
When “Clear of conflict” is announced, the FCM shall complete the return to the
original clearance. The horizontal (turn) element of an ATC instruction shall be
followed.
If the aeroplane can level off at the assigned altitude while responding to the RA it
shall be done.
ATC phraseology
The following standard phraseology shall be used:

General Page 8-144
Circumstance Phraseology
“TCAS RA(pronounced “TEE-CAS-AR-
FCM is performing an RA
AY”)”
FCM is unable to perform an ATC
“UNABLE, TCAS RA”
clearance due to an RA
“CLEAR OF CONFLICT, RETURNING
TO (assigned clearance)”
Conflict is resolved and FCM is returning
OR
to the initial clearance
“CLEAR OF CONFLICT, (assigned
clearance) RESUMED”
Reporting
A TCAS RA occurrence shall be reported via SR.
8.3.7 Policy and procedures for in-flight fuel

management
8.3.7.1 In-flight fuel checks

The commander shall ensure that fuel checks are carried out in-flight at regular
intervals (conditions permitting, at least 1 per hour).
The usable remaining fuel shall be recorded and evaluated to:

• compare actual consumption with planned consumption;
• check that the usable remaining fuel is sufficient to complete the flight, in
accordance with paragraph ‘In-flight fuel management’ below, and;
• determine the expected usable fuel remaining on arrival at the destination
aerodrome;
• the relevant fuel data shall be recorded on the OFP.
8.3.7.2 In-flight fuel management

When an in-flight fuel check indicates an impending shortage of fuel that might
endanger the safe conduct of the remaining portion of the flight, a diversion for a
refueling stop shall be initiated as soon as practicable.
When unforeseen circumstances will result in landing at the destination aerodrome

with less than either:
• final reserve fuel plus any alternate fuel or;
• fuel required to operate to an isolated aerodrome,
request air traffic delay information from ATC.

General Page 8-145
The flight shall be conducted so that the expected usable fuel remaining on arrival at
the destination aerodrome is not less than:
• final reserve fuel plus alternate fuel, or;
• final reserve fuel if no alternate aerodrome is required.
If an in-flight fuel check shows that the expected usable fuel remaining on arrival at
the destination aerodrome is less than:
• final reserve fuel plus alternate fuel, the commander shall take into account
the traffic and the operational conditions prevailing at the destination
aerodrome, at the destination alternate aerodrome and at any other adequate
aerodrome in deciding whether to proceed to the destination aerodrome or to
divert so as to perform a safe landing with not less than final reserve fuel, or;
• final reserve fuel if no alternate aerodrome is required, the commander shall
take appropriate action and proceed to an adequate aerodrome so as to
perform a safe landing with not less than final reserve fuel.
Expected landing with less than final reserve fuel plus alternate
fuel
If during an approach to destination it becomes apparent that the aeroplane may land
with less than final reserve fuel plus alternate fuel, the commander shall consider a
course of action that maximises safety. This may be continued flight to destination or
diversion.
ATC shall be advised by declaring “MINIMUM FUEL” when, having committed to land
at a specific aerodrome, the FCMs calculate that any change to the existing
clearance to that aerodrome may result in landing with less than final reserve fuel.
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 clearance may result in landing with less than final reserve
fuel. This is not an emergency situation but an indication that an emergency situation
is possible should any additional delay occur.
When a pilot reports a state of minimum fuel, the controller should inform the FCMs
as soon as practicable of any anticipated delays or that no delays are expected.
Note: In the USA the term ‘MINIMUM FUEL ADVISORY’ may be used.
By declaring “MINIMUM FUEL”, priority handling by ATC should not be expected.

Should any delay be given to the subsequent approach, or sufficient priority not be
given the ATC call shall be upgraded to “MAYDAY, MAYDAY, MAYDAY FUEL”.
Expected landing with less than final reserve fuel

The FCMs 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 final reserve fuel. This is an emergency and the aeroplane shall be given

General Page 8-146
priority over other traffic in the landing sequence. The aeroplane will be committed to
a landing, as in the event of any delay or a go-around, there may be insufficient fuel
remaining for a safe landing.
8.3.7.3 Reduced contingency fuel (RCF)

On a flight using the RCF procedure, in order to proceed to the destination 1
aerodrome (commercial destination), the commander shall 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 1 aerodrome, and;
• destination 1 aerodrome alternate fuel, if a destination 1 alternate aerodrome
is required, and;
• final reserve fuel
8.3.7.4 Predetermined decision point (PDP)

On a flight using the PDP procedure in order to proceed to the destination
aerodrome, the commander shall 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;
• final reserve fuel
Isolated destination aerodrome

Isolated destination aerodromes are listed in the OM part C.
If an in-flight fuel check reveals that on a flight to an isolated aerodrome the expected
fuel remaining at the point of last possible diversion is less than the sum of:
• fuel to divert to an alternate aerodrome;
• contingency fuel, and;
• final reserve fuel.
the commander will either:

• divert, or;
• continue to the destination provided that two runways (the runways may cross
each other) are available at the destination and the expected weather
conditions at the destination comply with those specified for planning minima.

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8.3.8 Adverse and potentially hazardous atmospheric

conditions
8.3.8.1 General
General guidelines for operations in turbulence, windshear and thunderstorms:
• Fasten shoulder harness;
• flight deck lighting shall be ON to high intensity to avoid dazzling by lightning
in thunderstorm;
• fly the recommended turbulence speed according to OM part B;
• use engine ignition and / or anti/de-icing equipment according OM part B
procedures.
ATC in-flight weather avoidance assistance:

Flight crews shall respond to weather advisory from ATC by acknowledging the
advisory or by acknowledging the advisory and requesting an alternative course of
action:
• Request to deviate off course (stating number of miles and the direction of the
deviation)
• request a new route;
• request a change of altitude;
• request radar vectors around the affected areas.

When weather conditions encountered are so severe that an immediate deviation is
necessary and time will not permit approval by ATC the commanders emergency
authority shall be exercised.
A request for deviation or radar vector is to be made to ATC as far in advance as

possible.
The following information shall be given to ATC when requesting clearance to avoid
severe weather activity:
• Requested route and extent of deviation;
• flight conditions (IMC or VMC);
• any further deviation that may become necessary as the flight progresses.
If for any reason the flight crew is unable to contact ATC to inform the controller of
his intended action, any maneuver shall be limited to the extent necessary to avoid
immediate conflicts and ATC shall be informed as soon as possible.
8.3.8.2 Thunderstorms
Do not treat thunderstorms lightly and whenever possible avoid them.
For guidance to avoid Ice Crystal Icing Weather, refer to OM part B.

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If it is found necessary to penetrate an area of cloud which may contain

cumulonimbus clouds:
• Select an altitude for penetration, bearing in mind the importance of ensuring
adequate terrain clearance in likely downdraughts;
• continue operating, not just monitoring, the weather radar in order to select the
safest track for penetration, and to minimize the time of exposure whilst
avoiding areas of intense activity;
• be prepared for turbulence, rail, hail, snow, icing, lightning, static discharge
and windshear;
• avoid flying over the top of a thunderstorm whenever possible. Overflying
small convective cells close to large storms shall also be avoided, particularly
if they are on the upwind side of a large storm, because they may grow very
quickly. Similarly, do not contemplate flying beneath the cumulonimbus cloud.
In addition to the dangers associated with turbulence, rain, hail, snow or
lightning, there may well be low cloud base, poor visibility and possibly low-
level windshear.
Approaching the thunderstorms area.

General:
• Do not fly without weather radar into a cloud mass containing scattered
embedded thunderstorms. Scattered thunderstorms not embedded usually
can be visually circumnavigated;
• do not trust the visual appearance to be a reliable indicator of the turbulence
inside a thunderstorm;
• do avoid by at least 20 NM any thunderstorm identified as severe or which
produces an intense radar return. This is especially true under the anvil of a
large cumulonimbus;
• do circumnavigate the entire area if the area has 6/10 thunderstorm coverage;
• if you have to overfly a violent storm, clear the top by at least 1000 ft altitude
for every 10 knots of wind speed at the cloud top. This would however far
exceed the altitude capability of most aeroplanes;
• vivid and frequent lightning indicates the probability of a severe thunderstorm;
• do regard as extremely hazardous any thunderstorm with tops 35000 ft or
higher whether the top is visually sighted or determined by radar.

Flight crew procedures:
• Ensure that crew members and passengers safety belts and harnesses are
firmly fastened and any loose articles are secured;
• set thrust to give the recommended speed for flight in turbulence, check the
trim setting so that any excessive changes due to autopilot trim can be quickly
assessed;
• consider to lower the crew seats and sun visors to minimize the blinding effect
of lightning flashes;

General Page 8-149
• apply OM part B procedures on the use of the autopilot and autothrottle in

(severe) turbulence;
• continue monitoring the weather radar in order to select the safest track for
severe weather avoidance.
Within the storm area:

• Plan the course to take the flight through the storm in a minimum of time;
• maintain control of the aeroplane whilst concentrating on maintaining a
constant pitch attitude appropriate to climb, cruise or descent, by reference to
the attitude indicators. Conflicting indications on other instruments may occur.
Avoid harsh or excessive control movements. Do not allow large attitude
excursions to persist;
• attempt to maintain the original heading;
• avoid to climb in an attempt to get over the top of the storm;
• do not correct for altitude gained or lost through up and down draughts unless
absolutely necessary;
• maintain the trim settings and avoid changing the thrust setting except when
necessary to restore margins from stall warning or high speed buffet;
• if trim variations due to the autopilot or auto-trim are large, the autopilot shall
be disengaged. Verify that the yaw damper remains engaged;
• if negative “G” is experienced, temporary warnings, such as low oil pressure
may occur, these should be ignored.
Take-off and landing:

The following recommendations shall be observed:
• Do not land or take off in the face of an approaching thunderstorm. A sudden
wind shift or low-level turbulence could cause a loss of control;
• on arrival hold clear if a thunderstorm is overhead or in the approach path.
Divert if necessary;
• avoid severe thunderstorms even at the cost of diversion or an intermediate
landing.
Use of weather radar:

• Although wet precipitation is the most reflective of radar signals, other water
products will reflect lesser amounts of incident radar energy. From most to
least reflective these are: wet hail, rain, hail, ice crystals, wet snow, dry hail
and dry snow;
• it should be noted that it still seems impossible to use radar to detect with
certainty areas where large hailstones exist, because clouds containing rain or
hail can produce identical radar pictures. Avoid hail by keeping well clear of
radar returns that have scalloped edges or pointed or hooked ‘fingers’
attached. Give radar returns a wide berth, when detouring storms visually;
• avoid flying under a cumulonimbus overhang. If such flight cannot be avoided
and if automatic tilt is not available, tilt antenna full up occasionally to
determine, if possible, whether precipitation (which may be hail) exists in or is

General Page 8-150
falling from the overhang. Weather radar is highly ineffective to detect

hazardous weather near or below a cumulonimbus overhang;
• intermittently monitor long ranges on radar to avoid getting into situations
where no alternative remains but the penetration of hazardous areas;
• the high rate of growth of thunderstorms and the danger of flying over or near
to the tops of both the main storm and the small convective cells close to it
shall also be remembered when using weather radar for storm avoidance;
• if storm clouds have to be overflown, always maintain at least 5000 ft vertical
separation from cloud tops;
• where weather information is available from ATC radar, it shall be used to
supplement the aeroplanes weather radar.
Guidance on the distances by which thunderstorms shall be avoided is given in the

table below. It is strongly recommended that the decision to avoid a thunderstorm be
taken early.

Flight
altitude Radar returns characteristics
(feet)
Gradient of
Shape Intensity Rate of Change
intensity
Avoid by 10 miles Avoid by 10 miles Avoid by 10 miles Avoid by 10 miles
radar returns with radar returns with radar returns with radar returns
‘hooks’, ‘fingers’, sharp strong gradients of showing rapid
0 - 20000
scalloped edges or other edges or strong intensity. change of shape,
protrusions from the intensities. height
main storm return. or intensity.
Avoid all radar returns by 20 miles
20 - 25000
Avoid all radar returns by 20 miles.
25 - 30000
Avoid all radar returns by 20 miles.
Above 30000
The above avoidance criteria can be simply summarized as: if above 20000 ft avoid
by a minimum of 20 NM; if below avoid by a minimum of 10 NM.
Notes:
• Circumnavigate radar returns via the upwind side. When avoiding severe weather
via the downwind side, at least double the distances from the table above;
• if the aeroplanes radar is inoperative, avoid any storm, that by visual inspection is
tall, growing rapidly or has an anvil top, by at least 10 miles.
After a thunderstorm encounter - In flight:

If hail has been encountered, considerable damage to the airframe, not visible from
the flight deck or cabin, may have occurred.
Consideration shall therefore be given to diverting to a suitable and nearby
aerodrome where the aeroplane can be inspected for damage. If this damage has
occurred to aerodynamically significant areas, for instance a nose radome, the

General Page 8-151
increased drag will affect fuel burn. Thus the aeroplane, if continuing to its
destination, may burn considerably more fuel than expected or planned.
Actual fuel usage shall now be monitored very closely.
If the aeroplane has been struck by lightning, treat all magnetic information with
extreme caution.
After a thunderstorm encounter – After landing:

In the event that the commander believes that the aeroplane has been exposed to
hail, lightning, turbulence greater than ‘moderate’, he shall record the fact(s) in the
ATL to ensure that an appropriate inspection is completed prior to a subsequent
release to service.
8.3.8.3 Icing conditions

De-icing and anti-icing equipment shall be used for all flights into icing conditions as
described in OM part B.
WARNING: do not rely on airframe visual icing clues to activate engine anti-ice. Use
the temperature and visual moisture criteria specified in OM part B. Delaying the use
of engine anti-ice until ice build-up is visible from the flight deck may result in severe
engine damage and / or flameout.
Adverse icing condition in which the rate of accumulation is such that the anti / de-
icing equipment fails to reduce or control the hazard, flight crew shall change the
flight path immediately to establish more favorable conditions or land as soon as
possible.
If icing exceeds the intensity of icing for which the aeroplane is certified, the
commander shall exit the icing conditions without delay, by a change of level and/or
route, if necessary by declaring an emergency to ATC.
Ice accumulation rates in flight:


General Page 8-152
In‐flight
Icing accumulation
category
The rate of accumulation is such that even short encounters become

potentially hazardous. The aeroplanes anti / de-icing equipment will
Moderate
safely handle it. However, for practical purposes, it should be a signal to
the flight crew to alter the flight path so as to avoid further exposure.

Adverse icing condition in which the rate of accumulation is such that the
anti / de-icing equipment fails to reduce or control the hazard. Flight crew shall
Severe
change the flight path immediately to establish more favourable
conditions or land as soon as possible.

8.3.8.4 Turbulence
Take all precautions (cabin secured, passengers and crew seated with seat belts
fastened) early when turbulence is expected or encountered. In case of doubt, the
cabin shall be secured.
If the weather conditions, cloud structure or route forecast indicate that turbulence is
likely, the cabin crew shall be pre-warned, the passengers advised to return to their
seats and to ensure that their seat belts are securely fastened. Catering and other
loose equipment shallbe stowed and secured until it is evident that the risk of further
turbulence has passed.
Flight in turbulence: refer to OM part B.


General Page 8-153
Turbulence intensity:
Intensity Reaction inside the
Aeroplane reaction
aeroplane
Turbulence that momentarily Occupants may feel a slight
causes slight erratic changes in strain against seatbelts or
altitude and/or attitude (pitch, roll, shoulder straps. Unsecured
yaw). Report as light turbulence or objects may be displaced
light CAT, or slightly. Food service may be
Light
Turbulence that causes slight, rapid conducted and little or no
and somewhat rhythmic bumpiness difficulty is encountered in
without appreciable changes in walking.
altitude or attitude.
Report as light chop.
Turbulence that causes changes in Occupants feel a definite
altitude and/or attitude, but the strains against seatbelts or
aeroplane remains in positive shoulder straps.
control at all times. It usually causes Unsecured objects are
variations in indicated airspeed. dislodged. Food service and
Report as moderate turbulence or walking are difficult.
Moderate moderate CAT, or
Turbulence that is similar to light
chop, but of greater intensity. It
causes rapid bumps or jolts without
appreciable changes in altitude or
attitude.
Report as moderate chop.
Turbulence that causes large, Occupants are forced violently
abrupt changes in altitude and/or against seatbelts or shoulder
attitude. It usually causes large straps. Unsecured objects are
variations in indicated airspeed. The tossed about. Food service and
Severe
aeroplane may be momentarily out walking are impossible.
of control.
Report as severe turbulence or
severe CAT.
Turbulence in which the aeroplane is violently tossed about and is
Extreme practically impossible to control. It may cause structural damage.
Report as extreme turbulence or extreme CAT.
Procedures:
Light to moderate turbulence:
In case of turbulence the flight crew may decide to switch on the ‘Fasten seat belt’
sign:
• The SCCM shall make an announcement if not done by the flight crew, which
includes that passengers have to return to their seat, fasten their seat belt and
refrain from using the lavatories;
• the commander shall advise the SCCM when the cabin service should be
discontinued.

General Page 8-154
Severe turbulence:
When the flight crew announces “CABIN CREW BE SEATED”:
• CCMs shall stop cabin service and secure all heavy loose items;
• CCMs shall be seated and fasten their seat belts as soon as possible on the
nearest available crew seat;
• CCMs shall remain seated until the commander informs the SCCM that cabin
crew may resume their duties.
8.3.8.5 Windshear
Windshear recovery technique: Refer to OM part B.
Windshear avoidance and precautions: Refer to OM part B.
8.3.8.6 Windshear PIREP

Flight crew are urged to promptly issue reports to ATC when windshear conditions
have been encountered. Advanced warning of such conditions will assist other flight
crews in avoiding or coping with a windshear on approach or departure.
The recommended method for windshear reporting is to state the loss or gain of
airspeed, the altitudes at which it was encountered and type of aeroplane.
8.3.8.7 Jet streams

Avoidance:
To avoid or to leave the areas of CAT near a jet stream:
• When flying parallel with the jet stream, changing altitude and/or course as turbulent
areas are shallow and elongated with winds;
• when flying perpendicular to the jet stream, cross the zone at the level of the core
(maximum turbulence is above and below the core). If encountering CAT, a change
of altitude or course is not recommended as turbulent areas are narrow.
If the temperature is changing in the CAT area, the flight should be continued on
course. Probably the CAT area will be crossed in a short time. If the temperature
remains constant the course shall be altered in order to leave the CAT area.
CAT may sometimes be avoided by increasing or decreasing the cruise level if
operational conditions permit. Monitoring of other aeroplane reports also assists in
avoidance.
8.3.8.8 Volcanic ash clouds

Flying through a visible ash cloud shall be avoided by all means because of potential
hazard for the engines and the aeroplane. Volcanic ash plumes may extend for
several hundred miles, and eruptions may send ash plumes above 40,000 feet.
Neither ash clouds nor volcanic dust can be detected by the weather radar.
Following an encounter with volcanic ash shall be reported immediately to ATC. In

conditions requiring the volcanic ash NNC to be actioned, a landing at the nearest

General Page 8-155
suitable aerodrome is recommended. If the visibility through the windshield is

impaired a runway with autoland capability shall be considered.
The commander shall file a report when volcanic eruption is observed or when
volcanic ash cloud is observed or encountered.
Information on volcanic activities, including pre-eruption activity, volcanic eruption

and volcanic ash clouds is transmitted to aeroplanes operating on routes that could
be affected.
This information is also published by NOTAMs, ASHTAMs and SIGMETS up to a 12

hours validity period and, if necessary, recommendations on re-routings will be
included.
For dispatch into areas affected by volcanic ash, a company document will be issued
separately when volcanic eruptions occur in the area of operations containing up-to-
date information.
Refer to OM part B for the Non Normal Checklist.
8.3.8.9 Heavy precipitation

Refer to OM part B for Adverse Weather operations.
8.3.8.10 Sand storms

Sandstorms may reach altitudes of 10000 ft. High wind velocity may be expected.
Sand storm activity results in reduced visibility and the ingestion of sand and dust
particles into engines, pitot static system, air conditioning packs and may cause
blockage and corrosion.
If needed use the Volcanic ash Non Normal Checklist from OM part B.
Report to ATC if needed.

Holding for weather improvement will only be successful if the sandstorm is local.
A dust storm can be penetrated if wind velocity and visibility for landing is within OM
part B limits. Severe sand and dust storms shall be avoided.
8.3.8.11 Mountain waves

Encounters with mountain waves at high altitude can be recognized by variations in
aeroplane speed and pitch attitude in level cruise. Variations may be large. Altitude
can usually be maintained with the autopilot in altitude hold mode (or similar), but it
may be necessary to change thrust significantly.
Near the ground in a mountain wave area, severe turbulence and windshear may be
encountered. Flight operations shall be avoided in a strong lee-wave rotor.

General Page 8-156
Flying in mountain passes and valleys is unsafe during high winds. If the mountain
top winds are strong exit the area.
Avoid the cap cloud (over the mountain range) to stay clear of its downdraft.
Before approaching a mountain range climb at least 5000 ft above mountain peaks
level.
Remain at least at that level within 150 NM to the downwind side. Use lenticularis
clouds to identify the wave crest and the rotor below. The rotor may or may not
contain a rotor cloud. Remain well clear of all areas that contain rotors (below the
wave crest).
When severe turbulence is expected due to mountain wave activity, change the route
of flight if possible. If not, fly at a cruise altitude away from the tropopause (minimum
5000 ft altitude clearance).
When conditions are favorable for a gravity wave breaking near the tropopause
(strong inversion, strong vertical wind shear, strong mountain wave below), expect a
sudden severe CAT when hitting the first wave coming from the upwind side. Typical
duration is a minute or less, but the aeroplane may be uncontrollable and even be
damaged.
If severe turbulence is encountered at low level in the lee of a mountain range, the
quickest way out is up. If unable to climb, the next best is directly away from the
range.
8.3.8.12 Significant temperature inversions

All ambient temperature variations have an effect on aeroplane performance.
Inversions will usually affect performance adversely. The significance of this will vary
according to aeroplane type and operating weight. Examples of inversion effects
include those shown below.
• Large temperature inversions encountered shortly after take-off or go-around
can significantly degrade an aeroplane's climb performance, particularly at
high operating weight.
• The maximum cruising altitude capability of the aeroplane can be significantly
reduced if a temperature inversion of even small magnitude exists in the upper
levels.

General Page 8-157
8.3.9 Wake turbulence
Departing aeroplane
The separation minima listed below shall be applied between successive aeroplane,
both for IFR and VFR flights, when the aeroplane are using:
• the same runway;
• parallel runways, if the projected flight path of the second aeroplane will be
cross the projected flight path of the first aeroplane at the same altitude or less
than 1000 ft below, or;
• parallel runways separated by 760 m or more, if the projected flight path of the
second aeroplane will cross the projected flight path of the first aeroplane at
the same altitude or less than 1000 ft below.
Separation minima at time aeroplane are airborne

Leading Following
Departure from
aeroplane aeroplane Departure from same
intermediate take-off
position
position
Heavy 2 minutes 3 minutes
Super
Medium 3 minutes 4 minutes
Heavy Medium 2 minutes 3 minutes
Arriving aeroplane
The following wake turbulence radar and non-radar separation minima will be applied
by ATC to aeroplane on final approach and shall be adhered to.
Separation minima
Leading Following
aeroplane Radar Minimum
aeroplane Non- Radar Minimum
distance (NM) time (min)
Heavy 6 2
Super
Medium 7 3
Heavy 4 2
Heavy
Medium 5 2
Medium Medium (1) 3 2
(1) When the leading aeroplane is a Boeing 757, the minimum distance shall be
increased to 4 NM.

General Page 8-158
Arriving or departing aeroplane on runways with a displaced

landing threshold
Separation minima at time
Leading aeroplane Following aeroplane aeroplane are airborne or have
touched down
Heavy Medium
Arriving Departing
2 minutes
Heavy Medium
Departing Arriving
Super Medium
3 minutes
Arriving Departing
Super Medium
2 minutes
Departing Arriving
Opposite direction runway operations

A minimum of 2 minutes shall be applied between a medium aeroplane and a heavy
aeroplane when the heavier aeroplane is making a low approach or a go-around and
in either case the lighter aeroplane is:
• utilising an opposite direction runway for takeoff;
• landing on the same runway in the opposite direction, or;
• landing on a parallel opposite direction runway separated by less than 760 m.
A minimum of 3 minutes shall be applied between a medium aeroplane and a Super

aeroplane in the above conditions.
Phraseology
For an aeroplane in the heavy wake turbulence category the word “Heavy” shall be
included immediately after the call sign in the initial radiotelephony contact between
such aeroplane and ATS units.
8.3.10 Crew members at their stations – controlled rest
8.3.10.1 FCMs
During take-off and landing each FCM required to be on duty in the flight deck shall
be at the assigned station.
During all other phases of flight each FCM required to be on duty in the flight deck
shall remain at the assigned station, unless absence is necessary for the
performance of duties in connection with the operation or for physiological needs,
provided at least one suitably qualified FCM remains at the controls of the aeroplane
at all times.

General Page 8-159
During all phases of flight each FCM required to be on duty in the flight deck shall
remain alert. If a lack of alertness is encountered, appropriate countermeasures shall
be used. If unexpected fatigue is experienced, a controlled rest procedure, organised
by the commander, may be used if workload permits.
Controlled rest taken in this way shall not be considered to be part of a rest period for
purposes of calculating flight time limitations nor used to justify any extension of the
duty period.
8.3.10.2 CCMs
During critical phases of flight, each CCM shall be seated at the assigned station and
shall not perform any activities other than those required for the safe operation of the
aeroplane.
8.3.10.3 Controlled rest in the flight deck

This section addresses controlled rest taken by the minimum certified flight crew. It is
not related to planned in-flight rest by members of an augmented crew.
Although FCMs 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 regain a high level of alertness, a controlled rest
procedure in the flight deck, organised by the commander may be used, if workload
permits and a controlled rest procedure is described in the operations manual.
‘Controlled rest’ means a period of time ‘off task’ that may include actual sleep.
The use of controlled rest has been shown to significantly increase the levels of
alertness during the later phases of flight, particularly after the top of descent, and is
considered to be good use of crew resource management (CRM) principles.
Controlled rest shall be used in conjunction with other on-board fatigue management
countermeasures such as physical exercise, bright cockpit illumination at appropriate
times, balanced eating and drinking, and intellectual activity.
Controlled rest taken in this way shall not be considered to be part of a rest period for
the purposes of calculating flight time limitations, nor used to justify any duty period.
Controlled rest may be used to manage both sudden unexpected fatigue and fatigue
that is expected to become more severe during higher workload periods later in the
flight.
Controlled rest periods shall be agreed according to individual needs and the
accepted principles of CRM; where the involvement of the cabin crew is required,
consideration shall be given to their workload.
When applying controlled rest procedures, the commander shall ensure that:
• the other FCM(s) is/are adequately briefed to carry out the duties of the resting
FCM;

General Page 8-160
• one FCM is fully able to exercise control of the aeroplane at all times.
Procedures for controlled rest

• Only one FCM at a time shall take rest at his station; the seat belt shall be
used and the seat positioned to minimise unintentional interference with the
controls;
• the rest period shall be no longer than 45 minutes (in order to limit any actual
sleep to approximately 30 minutes) to limit deep sleep and associated long
recovery time (sleep inertia);
• after this 45-minute period, there shall be a recovery period of 20 minutes to
overcome sleep inertia during which control of the aeroplane shall not be
entrusted to the FCM. At the end of this recovery period an appropriate
briefing shall be given;
• the commander shall inform the SCCMr of the intention of the FCM to take
controlled rest, and of the time of the end of that rest;
• the non-resting FCM shall communicate with the CCM after 30 minutes during
the controlled rest period and also verify that the resting FCM is awake at the
end of the period;
• there shall be a minimum of 20 minutes between two subsequent controlled
rest periods in order to overcome the effects of sleep inertia and allow for
adequate briefing;
• if necessary, a FCM may take more than one rest period, if time permits, on
longer sectors, subject to the restrictions above.
Controlled rest periods shall terminate at least 30 minutes before the top of descent.
8.3.10.4 Controlled rest in the cabin compartment

If indicated on the service plan, cabin crew may use controlled rest (power nap) after
prior approval by the commander. The commander shall note the approval in the
company flight report.
Controlled rest for cabin crew is subject to the following:

• it is the responsibility of all crew members to be properly rested before every
flight;
• prior co-ordination with flight crew must be made;
• the senior cabin crew member will calculate the possibility for controlled rest
before the flight. It shall be planned after the 1st service;
• the minimum number of active cabin crew (to monitor safety and security in
the cabin) is equal to half the number of floor level exits;
• controlled rest shall be equally divided among the cabin crew;
• controlled rest has a maximum 45 minutes ‘off task’ limit and may include
actual sleep;
• the senior cabin crew member keeps the other crew member(s) informed
about cabin crew members taking controlled rest;

General Page 8-161
• controlled rest should be used only during the cruise phase of the flight, it shall
end before top of descent;
• when not in sight of the passengers: eye shades, neck support and ear plugs
(if these are made to equalize pressure in the ears) are permitted;
• a power nap shall be used to rest and shall not be used for another activity
(such as chatting or reading);
• cabin crew shall check their appearance after the powernap (grooming, make
up…);
• when a powernap is planned with the flight crew, cabin crew shall pay special
attention never to disturb the flight crew.
Seats used to take controlled rest (power nap) used by cabin crew
Use of the seats shall be requested to the commander. The commander may
approve the following rest facilities:
• extra crew seats on the flight deck;
• crew rest seats in the cabin.
The following shall never be used by cabin crew for controlled rest:
• cabin crew seat;
• a passenger seat, even when the flight is not full. Blocking of any seat row is
not allowed;
• the bunk (as installed).
8.3.11 Use of seatbelts / restraint devices
8.3.11.1 Crew members

During take-off and landing, and whenever decided by the commander in the interest
of safety, each crew member shall be properly secured by all safety belts and
restraint systems provided.
During other phases of the flight, each FCM on the flight deck shall keep his lap belt
fastened while at his station.
8.3.11.2 Passengers
Before take-off and landing, and during taxiing, and whenever deemed necessary in
the interest of safety, the commander shall be satisfied that each passenger on board
occupies a seat or berth with his/her safety belt or restraint system properly secured.
The statement cabin secure by the SCCM states that the above is complied with.
8.3.12 Admission to flight deck

No person, other than a FCM assigned to a flight, is admitted to, or carried on, the
flight deck unless that person is:

General Page 8-162
• an operating crew member;

• a representative of the Authority responsible for certification, licensing or
inspection if this is required for the performance of his/her official duties, or;
• permitted by the company:
• a company or TUI group quality Auditor as required for the performance
of his / her official duties;
• a company employee in possession of a company ID card;
• in the possession of a valid flight deck permit issued by the commander
of the flight.
When coming from the cabin side, observers shall ask a crew member on duty to
manipulate the flight deck door to avoid creating any doubt about our security
procedures in the mind of the passengers. Opening the door from the flight deck side
shall only be done after agreement of the commander. The commander shall ensure
that the cockpit video system (if available) is used to check the door area is clear of
persons before authorizing to open the door. The door viewer shall be used if
required.
Regarding the valid flight deck permit, the commander shall ensure that:
• the valid flight deck permit issued by the commander shall be worn Visibly
during the flight; and
• the valid flight deck permit shall be returned to the commander after the flight;
and
• the commander shall inform the SCCM in due time; and
• in the interests of safety, admission to the flight deck does not cause
distraction and/or interfere with flight operations; and
• all persons carried on the flight deck are made familiar with the relevant safety
procedures and shall be seated prior to take-off and landing.
Full authority and final decision regarding the admission to the flight deck shall be the
responsibility of the commander at all times.
To make this decision, the commander shall ensure that admission does not pose a
safety or security issue.
When issuing a flight deck permit, he commander shall ensure that the security is
guaranteed based on official company statements (e.g. director of flight operations or
security manager) or on other reliable sources. All statements by the (candidate)
observer himself shall be considered as unreliable.
In general, holders of a (student) pilot license, unrelated to the company, shall

request company permission in due time to allow a back ground check.
Each commander will be issued 2 flight deck permits. The commander keeps the
flight deck permits in his possession until the end of his contract or until the company
recalls the flight deck permits.

General Page 8-163
Flight deck rules.

The sterile flight deck concept shall be respected at all times.
Alcoholic drinks must not be served to any person, including observers, on the flight
deck.
Personal electronic devices shall only be used on the flight deck after formal
agreement of the commander.
Photographs and video recording.

In flight photographs and video recordings are only allowed after formal agreement of
the commander.
Unless authorized by the company, flight deck recordings must never be put online
nor be made available for public use.
Briefing.
Observers shall be briefed on:
• The sterile cockpit concept.
• Use of oxygen
• Emergency egress commands and procedures
• Safety belt procedures
• Danger of liquid spills on the flight deck
• Use of the flight deck seats
• Closed and locked flight deck door and the procedure to open the door.
The commander shall ensure that:

• in the interests of safety, admission to the flight deck does not cause
distraction and/or interfere with flight operations, and;
• all persons carried on the flight deck are made familiar with the relevant safety
procedures.
The final decision regarding the admission to the flight deck shall be the responsibility
of the commander.
8.3.13 Use of vacant crew seats (jump seats)

The occupancy of a vacant crew seat is permitted providing the following conditions
detailed below are complied with:
• the crew seat is not reserved as a crew rest seat;
• the person is assessed as able to operate self-help exits;
• the person has the permission of the commander;
• the person is in possession of a valid passenger or staff ticket;
• the commander ensures that the person is properly briefed on safety
procedures and equipment, and relevant operating procedures;
• the commander emphasises the importance of avoiding contact with, or
operation of, any control or switch;
• all current security regulations are complied with;

General Page 8-164
• no alcoholic beverages are served;

• multiple seat occupancy is not permitted.
Normally such permission will only be granted to employees of the TUI group, or of
other airlines, or to employees of aeronautical institutions or authorities, holding
reduced-fare tickets.
For vacant crew seats on the flight deck, the additional restrictions as described in
chapter 8.3.12 apply.
8.3.14 Incapacitation of crew members

Refer to paragraph 4.2 for the instructions on the chain of command in the event of
crew incapacitation.
8.3.14.1 Definition
Incapacitation is defined as any condition affecting the physical or mental health of a
crew member during the performance of his duties which renders him incapable of
properly performing those duties.
While the remedial action which can be taken within an aeroplane in the event of
FCM incapacitation varies according to flight deck design and size, as well as to the
overall crew complement of the aeroplane, the general principles are described
below.
8.3.14.2 Categories
Incapacitation may be obvious, usually involving prolonged maximum loss of function
or subtle usually transient and involving partial loss of function. Subtle is the most
potentially dangerous. Early recognition of subtle incapacitation will greatly enhance
the preservation of a safe and calm operation. Aids to recognition of subtle
incapacitation are:
• suspect the possibility of incapacitation if the FCM seems absent when
spoken to or if he does not react correctly when you point out significant
deviations from Standard Operating Procedures (SOP) and standard profile;
• any deviation from SOP’s that was not briefed;
• alertness to crew member’s mistakes. A mistake is not necessarily caused by
incapacitation but it may be and, in any case, requires correction.
8.3.14.3 Recognition
Flight crew incapacitation can be open or covert. To detect covert flight crew
incapacitation the two-communication-rule is used.
When a FCM does not respond to two clear and unambiguous calls of another crew
member, the remaining FCM automatically assumes a covert incapacitation.

General Page 8-165
In case of incapacitation of a FCM, the remaining FCM assumes immediate control of

the aeroplane.
8.3.14.4 Actions following recognition
FCM incapacitation during flight

Tasks of the not incapacitated FCM on the flight deck:
• take over control of the aeroplane by announcing “I HAVE CONTROL”. If
controls are blocked try to free them;
• verify/engage appropriate on-side autopilot and transponder;
• use the Alert call to contact the SCCM or if this system is inoperative or not
installed - PA “CABIN CREW FLIGHT DECK, FLIGHT DECK”;
• have the status of the affected FCM verified;
• declare emergency to ATS and proceed according to clearance until a re-
planning has been made;
• have the incapacitated FCM removed from his seat or be strapped tight in his
seat. The seat shall be moved fully back to prevent obstruction of flight
controls, switches, levers, etc.;
• if the incapacitation occurs within the TMA, request delaying vectoring if
needed in order to reduce the workload;
• inform the ATS of the estimated time you will need. 5 - 10 minutes could be
enough. Divert to another aerodrome with better weather or better approach
aids if needed;
• inform the cabin crew in a calm and correct way;
• do not change seats until after landing and the parking brake set.
Tasks of the cabin crew on the flight deck

• Refer to SEP manual.
Prepare for landing

• Take time to read the checklist and to brief on the approach and landing;
• inform ATS on how to proceed and ask them to assist as much as possible;
• follow normal procedures as closely as possible;
• do not shorten the approach or press for a hasty approach;
• if the incapacitation occurs during approach with flight crew fully prepared for
landing and the handling of the aeroplane is unaffected by the incapacitated
pilot, it is recommended to continue the approach and land;
• for landing do not change seats;
• if the aeroplane is operated from the right seat, a change of seat may be
required after coming to a complete stop on the runway to taxi the aeroplane
from the runway. If the remaining FCM is not trained to taxi, stop on the
runway or on an appropriate high speed exit and have the aeroplane towed
afterwards;

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• organize work after landing; having the incapacitated FCM taken off the
aeroplane and to the ambulance as quickly as possible and then make
arrangements for parking the aeroplane.
(S)CCM incapacitation during flight

• the commander shall be informed;
• the commander and SCCM review if changes in cabin safety procedures are
necessary;
• if a member of the minimum cabin crew is affected, an ABP will be appointed;
• if the incapacitated CCM is the SCCM, the commander will assign a CCM as
SCCM and he will take over the duties of the SCCM.
8.3.15 Cabin safety requirements

Cabin safety requirements are described in the Safety and Emergency Procedures
manual (SEP).
The commander shall ensure that before take-off and landing, and whenever
deemed necessary in the interest of safety, all equipment and baggage are properly
secured.
The statement cabin secure by the SCCM states that above is complied with.
8.3.16 Passenger briefing procedures

Passengers shall be briefed on all safety relevant matters:
• Verbally and by demonstration (or by an audio-visual presentation);
• by means of a Safety Briefing Card;
• by means of pictograms or signs.
8.3.16.1 Means for briefing passengers
General
The commander shall ensure that passengers are given briefings and
demonstrations relating to safety and procedures applicable in the event of an
emergency.
Types of announcement
• On each flight, all safety-related standard announcements shall be delivered
as written;
• safety-related non-standard announcements shall be delivered as written on
all occasions where they apply;
• emergency announcements shall be delivered as dictated by the
circumstances;

General Page 8-167
• Non-safety-related announcements shall be delivered as written, and on all

occasions where they apply, and;
• as a courtesy to our passengers, flight crew may receive company requests to
relay specific information to passengers. When conditions permit, flight crew
shall inform passengers accordingly.
Method of delivering announcements
Passenger Address System

The normal method for delivering announcements to passengers is by
means of the Passenger Address System.
Megaphone
For use by Crew Members during an emergency evacuation or as a backup means
for verbal briefing.
Safety Briefing Card

Briefing by visual means: Each passenger shall be provided, as soon as seated, with
a Safety Briefing Card which provides, by means of a pictorial presentation,
information and detailed instructions on the use of emergency equipment and exits
intended to be used by passengers.
Pictorial placards (pictograms) and picture type instructions shall indicate the location
and the use of emergency installations. Visual means for passenger briefing include
the "FASTEN SEAT BELT" and the "NO SMOKING" signs/placards the installation of
which is prescribed on all aeroplanes where the commander cannot see all the
passenger seats from his own seat.
8.3.16.2 Contents and timing
Prior to embarkation
At check-in, passengers shall be briefed on which articles are prohibited to be carried
on their person, in their hand baggage or in checked baggage. They shall be briefed
on the permissible size and weight of their hand baggage.
Prior to boarding they shall be briefed on the "NO-SMOKING" requirement, the

"NO/SMOKING" signs, and on all other provisions relevant to their safety before and
during their embarkation.
Prior to take-off
Just after boarding, the passengers are reminded to switch off all mobile phones by
an announcement on the PA. Passengers are requested to fasten the seat belts.

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When the aeroplane doors have been closed and armed, a designated Crew
Member shall brief the passengers on the following:
• Observation of the "NO SMOKING" signs/placard and the prohibition of
smoking during flight if applicable;
• backs of the seats to be in the upright position and tray tables stowed;
• location of the emergency exits;
• location and use of floor proximity escape path markings;
• stowage of hand baggage;
• to switch off any portable electronic devices, such as cellular phones,
computers, CD-players, etc., that can adversely affect the performance of the
aeroplane systems and equipment;
• location and contents of the Safety Briefing Card.
The passengers shall be shown by demonstration:

• The use of seat belts and safety harnesses (as installed), including how to
fasten and unfasten these;
• the location and use of oxygen equipment if such is required. Passengers
shall also be briefed to extinguish all smoking material when oxygen is being
used or supplied;
• the location and use of life jackets when the aeroplane is planned to fly over
water and at a distance of more than 50 NM from the shore, or to take-off or
land at an aerodrome where the take-off or approach path is so disposed over
water that in the event of a mishap there is a likelihood of ditching.
Live demo by CCM:

When the safety demonstration begins, the SCCM ensures that the cabin crew is at
the assigned demonstration position with the demo bag.
Cabin crew shall position themselves in the aisle, forward of each designated ‘zone’.
The SCCM will be at the front of the aeroplane to perform the announcements to the
passengers.
The demonstration shall include the following:

• presence and location of the Safety Briefing Card;
• use of the seatbelts;
• location of the emergency exits in the cabin;
• location of the floor proximity lighting;
• demonstration of the oxygen masks (always);
• demonstration of the life jackets (always).
Demonstration shall be done in at least one language before take-off.

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After take-off:
After take-off, the passengers shall be briefed, either verbally or by switching on or
off the illuminated signs, on:
• The smoking ban if applicable;
• to keep the seat belts and safety harnesses (as installed) fastened (which may
suddenly be necessary when encountering turbulence in cruise flight). It shall
be recommended that passengers, even if the "FASTEN SEAT BELT" sign is
extinguished, keep their seat belts fastened.
Initial cruise (by flight crew):

Announcements should help to satisfy the passengers need for information.
Routinely, announcements shall contain information on:
• the planned route of flight;
• cruise altitude, speed and OAT (except if a cabin display is available);
• the expected flight time;
• possibly some technical details (take-off weight, fuel on board);
• prior to landing: the local time and the weather at destination.
Special announcements shall be made in order to explain departure or arrival delays,

a diversion or abnormal events (e.g., lightning strike), a go-around. A FCM will be
designated responsible for these passenger announcements.
Prior to landing:
At top of descent the flight crew will announce: “CABIN CREW PREPARE FOR
ARRIVAL”.
The passengers shall be briefed to occupy their seats, enabling the CCMs to properly
secure the cabin without disturbance.
At approximately 10000 ft AGL, or earlier if required, the flight crew switches on the
"FASTEN SEAT BELT” signs.
The designated CCM shall verbally brief the passengers:
• on the imminence of approach and landing;
• on the requirement to observe the "NO SMOKING" sign/placard;
• on the requirement to observe the "FASTEN SEAT BELT” sign (i.e., to re-
fasten safety belts and safety harnesses (as installed)), to stow the tray tables,
to adjust the backrests of the seats to the upright position, and to re-stow hand
baggage in its appropriate location;
• on restrictions on the use of portable electronic devices.
After landing:
After landing the passengers shall be reminded, either verbally or by means of the
illuminated signs, about:
• Observing the smoking ban;

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• keeping seat belts and safety harnesses (as installed) fastened until the
aeroplane has come to a full stop and the engines have been shut down.
In addition, they shall be informed of all other provisions relevant to their safety
during disembarkation.
If the aeroplane is stopped short of the parking position, the passengers will be
requested via the PA to remain seated (by the commander or the SCCM).
Emergencies in flight:
Refer to SEP chapter 4.
8.3.17 Procedures for aeroplane operated whenever

required cosmic or solar radiation detection
equipment is carried
Not applicable.
8.3.18 Policy on the use of automation
8.3.18.1 Levels of automation

Professional judgement is required by the commander to select the most appropriate
level of automation to maximise safety, minimise FCM workload, and enhance
operational efficiency and passenger comfort.
Varied levels of automation are available. FCMs shall be able to change competently
and as required between all levels of automation, including manual flight.
The four levels of automation (in increasing order) are defined:

1. basic – autopilot and autothrottle disengaged, flight directors off, but aeroplane
systems in automatic mode (e.g. pressurization);
2. manual flight with flight directors on and either a or b below, in accordance
with OM part B type specific procedures and limitations:
a. autothrottle off
b. autothrottle on.
3. autopilot and autothrottle engaged in basic modes (altitude hold, level change,
vertical speed, heading select etc.)
4. autopilot and autothrottle engaged in flight management modes
(LNAV/VNAV).
When the automatic systems do not perform as expected, reduce the level of
automation until proper control of path and performance is achieved. Reducing the
level of automation down to manual flight may be necessary to ensure proper control

General Page 8-171
of the aeroplane is maintained. Higher levels of automation shall be restored only

after aeroplane control is assured.
Some phases of flight require specific levels of automation e.g. takeoff, cruise flight in
RVSM airspace, LVO/RNAV approaches.
Use of autopilot, autothrottle and flight directors shall be in accordance with OM part
B type specific procedures and limitations.
8.3.18.2 Philosophy on the use of automation
General
Flight director shall be on at all times, except when an appropriate mode for the
phase of flight is not available. Flight director may be off to maintain pilot proficiency.
The normal OM part B procedures assume full use of all automated features. This
statement is not intended to prevent pilots from flying the aeroplane manually (level
2). Manual flight is encouraged to maintain pilot proficiency, but only when conditions
and workload for both the PF and PM are such that safe operations are maintained.
When workload is high (e.g. non-normal conditions, busy airspace,…) optimum use
of the autopilot and autothrottle shall be used to manage workload and improve look
out.
Flight Director
Ensure the proper flight director modes are selected for the desired maneuver. If the
flight director commands are not to be followed, the flight director shall be turned off.
Flight Directors shall always be on provided the AFDS can be programmed to

provide valid guidance. When maneuvering visually on final approach, the flight
directors shall be programmed in accordance with type specific procedures, or shall
be switched off.
Guarding of flight controls and thrust levers

With the autopilot(s) engaged and the flaps extended (after takeoff and for approach
and landing), PF shall follow through on the controls and be ready to take manual
control immediately.
Following through on the controls is defined as feet lightly resting on the rudder
pedals, with seat and rudder adjusted to allow full rudder pedal deflection and
maximum brake application. Except when required to manipulate flight deck controls
and switches, one hand shall be on or close enough to the control wheel so that
manual flight can be rapidly assumed, the other hand shall be close to, or on the
thrust levers. To avoid inadvertent autopilot / autothrottle disconnect, or inadvertent
go-around, fingers shall remain well clear of the disconnect switches unless

General Page 8-172
intentional disconnection is desired. During final approach PF shall be ready to

select go-around mode instantly.
Note: PM shall always be ready to assume control of the aeroplane, should the need
arise and irrespective of automation level.
Changing the level of automation

Whenever the level of automation is changed, PF will inform PM.
PF will call "MANUAL FLIGHT" and the PM will acknowledge, before intentionally
disengaging the autopilot and autothrottle. If autothrottle or autopilot is disconnected
individually, an appropriate call shall be made e.g. "MANUAL THRUST".
Some manoeuvres or non-normal conditions may require a rapid unannounced

change in the level of automation (e.g. TCAS RA). In these cases PF shall advise
PM at the first opportunity.
8.3.19 Flight outside controlled airspace

For flight outside of controlled airspace the commander is responsible for terrain and
obstacle avoidance although ATC may assist. Normal traffic separation criteria may
not apply.
A maximum speed of 250 kt below 10000 ft is mandatory during flight outside
controlled airspace.
8.3.20 Rotary hydraulic arrestor gear

Definitions:
• UP: The cable is rigged at approximately 6 cm above the runway surface,
supported by grommets or remotely operated leaf springs. This is the normal
position for military use.
• DOWN: The arrestor cable is lying flat across the runway.
• REMOVED: The cable has been taken off the runway.
Note:
Boeing advice is that aircraft can be operated without damage when the cable is in
the UP position both for take-off and landing. To avoid unnecessary tyre wear, crews
shall request from ATC that the cable is in the DOWN position whenever possible.
Following a rejected take-off where an overrun of the cable has occurred, the
aeroplane tyres shall be checked to ensure that no unexpected damage has
occurred.
8.3.21 Flight crew training manual

The Flight Crew Training Manual (FCTM) provides information and recommendations
on manoeuvres and techniques. In the event of a conflict, the policies and

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procedures published in the Operations Manuals take precedence over information

presented in the FCTM.
8.3.22 Remote starting

Engine start will normally be carried out with a ground crew present. However, if no
ground crew are available, it is permissible to start engines unless this is prohibited
by local (aerodrome) rules - if in doubt, check with ATC.
8.3.23 Cruise speed

Cruise at ECON speed unless otherwise required by ATC or for turbulence. If FMC
ECON speed is not available, cruise at Long Range Cruise.

General Page 8-174
Low visibility operations (LVO) Version 10
8.4 Low visibility operations (LVO)

This chapter describes procedures for LVO only and are supplementary to the
procedures contained in chapter 8.3.0. LVO are operations are:
• takeoff with an RVR below 400m;
• precision approach below CAT I.
Authorizations
Refer to OM part B, Types of operation.
8.4.1 Operating procedures

Low visibility operations shall not be performed unless:
• the status of the visual and non-visual facilities is sufficient;
• appropriate LVPs are in force according to information received from air traffic
services (ATS);
• flight crew members are properly qualified.
Aerodromes without low visibility procedures

Some aerodromes do not enforce low visibility procedures with low RVRs. In this
case, a low visibility takeoff shall not be performed.
8.4.1.1 Taxi
When taxiing in low visibility conditions, extra attention shall be given to the following
points:
• taxi with added caution, with reduced taxi speed;
• crosscheck aeroplane heading with approximate heading of the taxiway;
• call out all pertinent signs to verify position;
• observe CAT II/III holding point markings / lights;
• if unsure of aeroplane position, stop and advise ATC immediately;
• request progressive taxi guidance from ATC or a follow-me car if in doubt of
position;
• consider stopping the aeroplane for checklist accomplishment and/or FMC
entries.
8.4.1.2 Take-off
The left seat FCM shall be the PF.
Take-off minima
For an LVTO with an RVR below 150m RVR but not less than 125m the following
extra requirements shall be met:

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• high intensity runway centreline lights spaced 15 m or less and high intensity
edge lights spaced 60 m or less are in operation;
• both flight crew members are qualified for take-offs below 150m;
• a 90 m visual segment is available from the flight deck at the start of the take-
off run;
• the required RVR value is achieved for all of the relevant RVR reporting
points.
For take-off below 125m RVR the following extra requirements shall be met:
• runway protection and facilities equivalent to CAT III landing operations are
available and;
• the aeroplane is equipped either with an approved lateral guidance system or
an approved HUD for take-off.
Approved minimum RVR for take-off are:

• CAT C aeroplane: 125m
• CAT D aeroplane:
o B767: 125 m
o B787: 75 m
Determining RVR
The same procedures for determining visibility / RVR as described in chapter 8.3.0
shall be used.
Failed or downgraded equipment

In case of failed or downgraded equipment, the minimum take-off RVR required is
the highest of:
• chart minima;
• minima derived from the table below:

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Take-off RVR/visibility
Facilities RVR/visibility*
Day: runway edge lights and runway
centre line markings
300 m
Night: runway edge lights and runway
end lights or runway centre line lights
and runway end lights
Runway edge lights and runway centre
200 m
line lights
Runway edge lights and runway centre
line lights TDZ, MID, rollout 150 m**
High intensity runway centre line lights
spaced 15 m or less and high intensity
TDZ, MID, rollout 125 m**
edge lights spaced 60 m or less are in
operation
Runway protection and facilities
equivalent to CAT III landing operations
are available and the aeroplane is TDZ, MID, rollout 75 m
equipped with an approved HUD for
take-off. Refer to the relevant OM part B
* The reported RVR value representative of the initial part of the take-off run can be
replaced by Flight Crew Member assessment.
** The required RVR value to be achieved for all relevant RVRs
EXPLANATION OF THE TERM ‘RELEVANT’

‘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 kt.
8.4.2 Approach
Operating procedures and minimum aeroplane equipment are described in OM part
B.
Runways with irregular pre-threshold terrain

For runways with irregular pre-threshold terrain or other foreseeable or known
deficiencies, each aeroplane type/runway combination shall be verified by operations
in CAT I or better conditions, prior to commencing LTS CAT I, OTS CAT II or CAT III
operations. Approved runways are listed in OM part C.

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LTS CAT I / OTS CAT II / CAT II
Refer to OM part B for company specific approvals.
Visual reference
At DH, the visual references specified below shall be distinctly visible and identifiable
to the PF:
• a segment of at least three consecutive lights, being the centreline of the
approach lights, or touchdown zone lights, or runway centreline lights, or
runway edge lights, or a combination of these;
• this visual reference shall include a lateral element of the ground pattern, such
as an approach light crossbar or the landing threshold or a barrette of the
touchdown zone light.
CAT II/III
Refer to OM part B for company specific approvals.
The aerodrome/runway shall be approved in the OM part C.
Visual reference
For CAT IIIA operations, no FCM may continue an approach below the decision
altitude unless a visual reference containing a segment of at least three consecutive
lights being the centreline of the approach lights, or touchdown zone lights, or runway
centreline lights, or runway edge lights, or a combination of these is attained and can
be maintained by the FCM.
For CAT IIIB operations using a DH, no FCM may continue an approach below the
decision altitude unless a visual reference containing at least one centreline light is
attained and can be maintained by the Flight Crew Member.
For CAT IIIB operations with no DH there is no specification for visual reference with
the runway prior to touchdown.
Failed or downgraded equipment

These instructions are intended for use both pre-flight and in-flight.
If equipment failure occurs after passing 1000 ft above the aerodrome the approach
can be continued at commander’s discretion. If the failure occurs before passing
1000 ft the effect on the approach shall be considered as described in the table
below.
Conditions applicable to the tables below:

• multiple failures of runway lights other than indicated in the table are not
acceptable;

General Page 8-178
• CAT II or CAT III operations. A combination of deficiencies in runway lights

and RVR assessment equipment are not permitted, and;
• failures other than ILS, MLS, GLS affect RVR only and not DH.

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Failed or Effect on landing minima

downgraded CAT IIIB
CAT IIIB CAT IIIA CAT II
equipment (No DH)
ILS / MLS stand-by Not RVR
No effect
transmitter allowed 200m
Not allowed except if replaced by equivalent
Outer marker
position
Middle marker No effect
At least 1
value On runways equipped with 2 or
RVR assessment
needs to more RVR assessment units, 1
systems
be may be inoperative
available
Not allowed for
Not
Approach lights No effect operations with DH >
allowed
50ft
Approach lights except Not
No effect
the last 210m allowed
Approach lights except
No effect
the last 420m
Standby power for
No effect
approach lights
Day – no Day – no
Edge lights, threshold effect effect
lights and runway end No effect Night – Night –
lights min RVR not
550m allowed
Day – Day – Day –
RVR RVR RVR
200m 300m 350m
Not Night –
Centreline lights
Night – allowed Night – RVR
not RVR 400m
allowed 400m (autoland
required)
Centreline lights
spacing increased to RVR 150m No effect
30m
Day –
No effect RVR Day – RVR 300m
Touchdown zone 200m
lights Night –
Night – RVR 350m
RVR
(autoland required)
300m
Taxiway light system No effect

General Page 8-180
8.4.3 LVO runway verification

For the purpose of runway LVO/autoland approval the company may request a LVO
verification autoland. Verification flights need to be performed prior to:
• Approving a runway for CAT II/III operations
• Approving a runway for autoland operations
• Approving a runway for low visibility approach operations for runways with pre-
threshold terrain or other foreseeable or known deficiencies.
The flight crew shall be specially authorised by the chief pilot/ fleet manager when a
LVO verification autoland is required.
The flight crew shall, weather permitting; perform an approach and landing on the
applicable runway in CAT I or better conditions. Verification autolands from other
operators using the same type of aeroplane are acceptable.

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ETOPS Version 10
8.5 ETOPS
8.5.1 Introduction
8.5.1.1 Description
Extended range operations (ETOPS) for two-engined aeroplanes are those flights
conducted over a route that contains a point further than one hour flying time at the
approved one-engine inoperative cruise speed (under standard conditions in still air)
from an adequate aerodrome.
8.5.1.2 Definitions
Adequate Aerodrome
An aerodrome which is considered to be satisfactory in accordance with ETOPS
alternate aerodrome selection below.
Approved One-Engine-Inoperative Cruise Speed

The approved one-engine-inoperative cruise speed for the intended area of operation
shall be a speed, within the certificated limits of the aeroplane, selected by the
operator and approved by the competent authority. Refer to OM part B.
This speed shall be used:
• to establish the outer limit of the area of operation and any dispatch limitation;
• to calculate single-engine fuel requirements, and;
• to establish the level off altitude (net performance) data. This level off shall
clear any obstacle en route by margins as specified in the operational
requirements.
Based on evaluation of the actual situation, the commander has the authority to
deviate from the planned one-engine-inoperative cruise speed.
Equal-Time Point (ETP)

A point on the route of flight where the flight time, considering wind, to each of two
selected aerodromes is equal.
Area of operation
The area where the diversion time, at any point along the proposed route of flight, to
an adequate ETOPS en-route alternate aerodrome, is within the operator’s approved
diversion time (under standard conditions in still air) at the approved one-engine-
inoperative cruise speed.

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ETOPS Version 10
ETOPS Significant System

The aeroplane propulsion system and any other aeroplane systems whose failure
could adversely affect the safety of an ETOPS flight, or whose functioning is
important to continued safe flight and landing during an aeroplane diversion.
Extended Range Entry Point (EEP)

The EEP is the first point on the aeroplanes route which is at 60 minutes flying time
at the approved one-engine-inoperative cruise speed (under standard conditions in
still air) from an adequate aerodrome.
Extended Range Exit Point (EXP)

The EXP is the point on the aeroplanes route from where it remains within 60
minutes flying time at the approved one-engine-inoperative cruise speed (under
standard conditions in still air) from an adequate aerodrome.
Operators approved diversion time

The operator’s approved diversion time is the maximum time authorised by the
competent authority that the operator can operate a type of aeroplane at the
approved one-engine-inoperative cruise speed (under standard conditions in still air)
from an adequate aerodrome. Refer to OM part B.
It is represented by the area enclosed within the circles centred on the selected
adequate aerodromes, the radius of which is the declared approved diversion
distance. The area of operation is defined and fixed by the operator and is approved
by the authority.
8.5.2 Operations approval

Refer to OM part B.
8.5.3 Initial and recurrent flight crew training

Before conducting unsupervised ETOPS flights, the flight crew shall be trained and
qualified in accordance with the ETOPS training and checking syllabus in OM part D.
8.5.4 Operating procedures

Normal operating procedures apply.
8.5.5 ETOPS Operational procedures
Pre-Flight Planning
The following additional preparation shall be completed prior to any ETOPS flight:

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ETOPS Version 10
• only one OFP shall be used. When a complex ATC re-route is required then
the re-route portion shall be logged on a blank flight plan rather than amending
the OFP;
• as part of the CBP a flight globe is provided and shall be used for situational
awareness; the flight globe is not used for navigational accuracy;
• check the planned route remains within the ETOPS Area of Operation;
• check NOTAMs for serviceability of ETOPS ERAs;
• check weather for ETOPS ERAs complies with ETOPS planning minima
(normally shown in the Dispatch Info section of the CBP Cover Page);
• check Critical Fuel requirement;
• review contingency fuel requirements.
Prior to Take Off

The following shall be accomplished prior to take off:
• check HF and SELCAL if needed. (Do not check HF if the aeroplane is being
refuelled);
• confirm the applicable engineering maintenance checks are in date and the
Pre Flight Check has been accomplished by an engineer;
• review any MEL ETOPS restrictions.
In-flight
• In the event of a re-route, ensure the revised route remains within the ETOPS
Area of Operation;
• prior to the EEP, evaluate the forecast weather, aeroplane status, fuel
remaining, and where possible, field conditions and aerodrome services and
facilities at designated ETOPS ERAs;
• select ERAs into fix pages.
8.5.6 ETOPS flight preparation and planning
8.5.6.1 Aeroplane serviceability
General
An integral element of ETOPS is the Aeroplane Maintenance Programme, which
ensures that the aeroplane, engines and equipment will continue to be maintained at
the level of performance and reliability required for extended range operations.
Pre-Flight Inspection
For an ETOPS sector, an engineer will normally carry out the Pre-flight Inspection
and sign the ATL Pre-Flight Certificate block.

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ETOPS Version 10
Service Check
The 48-Hour Service Check and Daily Service Check can only be carried out by an
engineer who will annotate the ATL accordingly and enter the time and date, and
sign the Service Check, Certificate of Release to Service (CRS) block. For those
aeroplane that require a 48 Hour Service Check this will normally be carried out prior
to departure for a routing, which includes one or more ETOPS sectors. It is repeated
at intervals not exceeding 48 hours.
8.5.6.2 ETOPS orientation charts

As part of the Computer Briefing Package (CBP) a flight globe is provided and shall
be used to confirm ETOPS compliance. The flight globe is not used for navigational
accuracy. The flight globe shows the planned route, the OTS, rule distance arcs,
ETPs (equal time points) and ETOPS ERAs.
Should a flight globe not be available, the planned route shall be drawn on a plotting
chart (if used) and each of the waypoints labelled with the co-ordinates shown on the
OFP. The ETPs shall be annotated as correctly as possible. Check the planned
route remains within the ETOPS area of operation. Use the distance measuring tool
for this purpose when the route is loaded in the EFB.
8.5.6.3 ETOPS alternate aerodrome selection

Prior to conducting an ETOPS flight, an ETOPS en-route alternate aerodrome shall
be available, within either the Operators Approved Diversion Time, or a diversion
time based on the MEL generated serviceability status of the aeroplane, whichever is
shorter. Any required ETOPS en-route alternate aerodrome(s) shall be specified in
the operational flight plan and ATS flight plan.
For an aerodrome to be nominated as an ETOPS en-route alternate, it shall be

anticipated that at the expected times of possible use it is an adequate ETOPS
aerodrome that meets the weather and field conditions defined in the paragraph
below titled ‘En-route Alternate Weather Requirements for Planning’ or the applicable
operational requirements.
To list an aerodrome as an ETOPS en-route alternate, the following criteria shall be
met:
• The landing distances required as specified in the AFM for the altitude of the
aerodrome, for the runway expected to be used, taking into account wind
conditions, runway surface conditions, and aeroplane handling characteristics,
permit the aeroplane to be stopped within the landing distance available as
declared by the aerodrome authorities and computed in accordance with the
applicable operational requirements;
• the aerodrome services and facilities are adequate to permit an instrument
approach procedure to the runway expected to be used while complying with
the applicable aerodrome operating minima;

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ETOPS Version 10
• the latest available forecast weather conditions for a period commencing at

the earliest potential time of landing and ending one hour after the latest
nominated time of use of that aerodrome, equals or exceeds the authorised
weather minima for en-route alternate aerodromes as provided for by the
increments listed in Table 1 in 8.5.6.4 below. In addition, for the same period,
the forecast crosswind component plus any gusts shall be within operating
limits and within the aeroplane’s maximum crosswind limitations taking into
account the runway condition (dry, wet or contaminated) plus any reduced
visibility limits, and;
• in addition flight crews will be provided with information on adequate
aerodromes appropriate to the route to be flown which are not forecast to
meet en-route alternate weather minima. Aerodrome facility information and
other appropriate planning data concerning these aerodromes shall be
provided to flight crews for use when executing a diversion.
8.5.6.4 En-route alternate weather requirements for

planning
An aerodrome may be nominated as an ETOPS en-route alternate for flight planning
and release purposes if the available forecast weather conditions for a period
commencing at the earliest potential time of landing and ending one hour after the
latest nominated time of use of that aerodrome, equal or exceed the criteria required
by Table 1 below.
Table 1. Planning Minima

Approach Facility Ceiling Visibility
Precision Approach Authorised DH/DA plus an Authorised visibility plus
increment of 200 ft an increment of 800 m
Non-Precision Authorised MDH/MDA plus Authorised visibility plus
Approach or Circling an increment of 400 ft an increment of 1500 m
approach
The above criteria for precision approaches are only to be applied to Category 1
approaches.
When determining the usability of an Instrument Approach (IAP), forecast wind plus
any gusts shall be within operating limits, and within the aeroplane’s maximum
crosswind limitations taking into account the runway condition (dry, wet or
contaminated) plus any reduced visibility limits. Conditional forecast elements need
not be considered, except that a PROB 40 or TEMPO condition below the lowest
applicable operating minima shall be taken into account.
When dispatching under the provisions of the MEL, those MEL limitations affecting
instrument approach minima shall be considered in determining ETOPS alternate
minima.

General Page 8-186
ETOPS Version 10
8.5.6.5 ETOPS Computerised Flight Plans

The type of operation (i.e. ETOPS, including the diversion time used to establish the
plan) shall be listed on the operational flight plan as required by the applicable
8.5.6.6 Communication and Navigation Facilities

An aeroplane shall not be released for an ETOPS flight unless:
• Communications facilities are available to provide under normal conditions of
propagation at all planned altitudes of the intended flight and the diversion
scenarios, reliable two-way voice and/or data link communications, and;
• visual and non-visual aids are available at the specified alternates for the
anticipated types of approaches and operating minima.
8.5.6.7 Fuel supply
General
For an ETOPS flight, the commander shall ensure that the aeroplane carries
sufficient fuel and oil to meet the applicable operational requirements and any
additional fuel that may be determined in accordance with this section.
Critical Fuel Reserve

In establishing the critical fuel reserves, the fuel necessary to fly to the most critical
point (at normal cruise speed and altitude, taking into account the anticipated
meteorological conditions for the flight) and execute a diversion to an ETOPS en-
route alternate under the conditions stated in paragraph Critical Fuel Scenario shall
be determined.
These critical fuel reserves shall be compared to the normal applicable operational
requirements for the flight. If it is determined by this comparison that the fuel to
complete the critical fuel scenario exceeds the fuel that would be on board at the
most critical point, as determined by applicable operational requirements, additional
fuel shall be included to the extent necessary to safely complete the Critical Fuel
Scenario. When considering the potential diversion distance flown account shall be
taken of the anticipated routing and approach procedures, in particular any
constraints caused by airspace restrictions or terrain.
Critical Fuel Scenario

The following describes a scenario for a diversion at the most critical point.
Compliance with this scenario is programmed into the electronic flight planning
system when calculating the critical fuel reserve required.
Note 1: If an APU is one of the required power sources, then its fuel consumption
should be accounted for during the appropriate phases of flight.

General Page 8-187
ETOPS Version 10
Note 2: Additional fuel consumptions due to any MEL or CDL items shall be
accounted for during the appropriate phases of flight, when applicable.
The aeroplane is required to carry sufficient fuel taking into account the forecast wind
and weather to fly to an ETOPS route alternate assuming the greater of:
(1) A rapid decompression at the most critical point followed by descent to
a 10000 ft or a higher altitude if sufficient oxygen is provided in
accordance with the applicable operational requirements.
(2) Flight at the approved one-engine-inoperative cruise speed assuming a
rapid decompression and a simultaneous engine failure at the most
critical point followed by descent to a 10000 ft or a higher altitude if
sufficient oxygen is provided in accordance with the applicable
(3) Flight at the approved one-engine-inoperative cruise speed assuming
an engine failure at the most critical point followed by descent to the
one-engine-inoperative cruise altitude.
Upon reaching the alternate, hold at 1500 ft above field elevation for 15 minutes and
then conduct an instrument approach and landing.
Add a 5% wind speed factor (i.e. an increment to headwind or a decrement to

tailwind) on the actual forecast wind used to calculate fuel in the greater of (1), (2) or
(3) above to account for any potential errors in wind forecasting. If the actual
forecast wind, based on wind model acceptable to the competent authority, is not
used, allow 5% of the fuel required for (1), (2) or (3) above, as reserve fuel to allow
for errors in wind data. A wind aloft forecasting distributed worldwide by the World
Area Forecast System (WAFS) is an example of a wind model acceptable to the
competent authority.
Icing
Correct the amount of fuel obtained above, taking into account the greater of:
• the effect of airframe icing during 10% of the time during which icing is
forecast (including ice accumulation on unprotected surfaces, and the fuel
used by engine and wing anti-ice during this period).
• fuel for engine anti-ice and, if appropriate wing anti-ice, for the entire time
during which icing is forecast.
Note: Unless a reliable icing forecast is available, icing may be presumed to occur
when the total air temperature (TAT) at the approved one-engine-inoperative cruise
speed is less than +10°C, or if the outside air temperature is between 0°C and -20°C
with a relative humidity (RH) of 55% or greater.


General Page 8-188
ETOPS Version 10
8.5.7 Flight Crew procedures
8.5.7.1 Dispatch
Post-Dispatch Weather Minima

Post-dispatch, weather conditions at the ETOPS en-route alternates shall be equal to
or better than the normal landing minima for the available instrument approach.
Delayed dispatch
If the dispatch of a flight is delayed by more than one hour, the weather forecasts and
aerodrome status at the nominated en-route alternates shall be monitored to ensure
that they stay within the specified planning minima requirements until dispatch
8.5.7.2 Re-routing or Diversion Decision Making
Engine failure
In the event of an in-flight shutdown of an engine, the commander shall divert
promptly to the nearest suitable aerodrome, in terms of time.
System failure
As a general rule for single failures, continuation of the flight may be considered
justified unless the NNC calls for landing at the nearest suitable aerodrome or when it
is obvious from the nature of the failure that continued flight to destination is unsafe
or impossible.
Multiple related primary system failures would normally prompt a diversion. For
multiple non-related primary system failures, all operational variables versus the
effected systems shall be taken into account by the commander when deciding on
the required course of action.
Factors to be considered when deciding upon the appropriate course of action and
suitability of an aerodrome for diversion may include but are not limited to:
• Aeroplane configuration/weight/systems status;
• wind and weather conditions en route at the diversion altitude;
• minimum altitudes en route to the diversion aerodrome;
• fuel required for the diversion;
• aerodrome condition, terrain, weather and wind;
• runways available and runway surface condition;
• approach aids and lighting;
• RFFS* capability at the diversion aerodrome;
• facilities for aeroplane occupants - disembarkation & shelter;
• medical facilities;
• flight crew familiarity with the aerodrome, and;
• information about the aerodrome available to the flight crew.

General Page 8-189
ETOPS Version 10
Contingency procedures shall not be interpreted in any way that prejudices the final
authority and responsibility of commander for the safe operation of the aeroplane.
*Note: for an ETOPS en-route alternate aerodrome, a published RFFS category
equivalent to ICAO category 4, available at 30 minutes’ notice, is acceptable.
8.5.8 ETOPS Verification (following maintenance)

Flights
Following rectification of certain defects relevant to ETOPS, a verification flight may
be required to prove defect clearance or 100% system serviceability, prior to an
ETOPS segment. The decision on the requirement for such a verification flight is
made by Engineering.
If required, a verification flight:

• May be carried out on a revenue service flight operating non-ETOPS, or
• May be carried out on a revenue service flight prior to entering the ETOPS
segment of the flight sector, and providing the aeroplane is within 60 minutes
flying time of an adequate aerodrome.
If the relevant system is found to be unserviceable during the verification flight,

alternative procedures shall be used.
8.5.9 En-route Monitoring

During the flight, the flight crew shall remain informed of any significant changes in
conditions at designated ETOPS en-route alternate aerodromes. Prior to the EEP,
the forecast weather, established aeroplane status, fuel remaining, and where
possible field conditions and aerodrome services and facilities at designated ETOPS
en-route alternates are to be evaluated. If any conditions are identified which could
preclude safe approach and landing on a designated en-route alternate aerodrome,
then the flight crew shall take appropriate action, such as re-routing as necessary, to
remain within the operator’s approved diversion time of an en-route alternate
aerodrome with forecast weather to be at or above landing minima. In the event this
is not possible, the next nearest en-route alternate aerodrome shall be selected
provided the diversion time does not exceed the maximum approved diversion time.
This does not override the commanders authority to select the safest course of
action.
8.5.10 Unscheduled landing during ETOPS flights

Not applicable.

General Page 8-190
Use of MEL and CDL Version 10
8.6 Use of MEL and CDL

The commander shall decide on acceptance of the aeroplane with unserviceabilities
in accordance with the configuration deviation list (CDL) or the minimum equipment
list (MEL).
The MEL also includes the dispatch conditions associated with operations required
for a specific approval (e.g. RNAV, RNP, RVSM, ETOPS).
All equipment not listed in the MEL shall be serviceable, except equipment not
required for a safe operation of the aeroplane, such as passenger convenience
items, which are not listed and may be unserviceable. Refer to OM part B for the
applicable MEL. Guidance and definitions are contained in the MEL.
If a failure occurs between the commencement of the flight and the start of the take-
off, any decision to continue the flight shall be subject to commander’s judgment and
good airmanship. The commander may refer to the MEL before any decision to
continue the flight is taken.
Aeroplane shall be operated in accordance with the relevant MEL and CDL.
Operations outside the MEL and CDL require specific approval by the company and
the competent authority..

General Page 8-191
Non-revenue flights Version 10
8.7 Non-revenue flights
Passenger carrying flights

Flights on which passengers are carried but which are not classed as commercial air
transport flights (e.g. those carrying company personnel only) should be conducted in
accordance with all the requirements of the OM.
Only in case less than 19 persons are carried in the cabin during a non commercial
flight, no Cabin Crew Members are required for flight safety duties
All non-revenue flights shall normally be performed in accordance with the company
regulations for route flights. On some non-revenue flights it may be possible that
passengers are carried. For exceptions, refer to chapter "Demonstration Flights" and
"Delivery Flights" listed below.
8.7.1 Training flights

The commander of a training flight shall be qualified and licensed as type rating
instructor on the aeroplane concerned.
The company weather minima (ceiling and visibility) specified for the respective type
of aeroplane, approach and aerodrome are applicable.
It is recommended to put all landing lights on at all times during the training flights,
especially at low level (e.g. circuit training).
During training and proficiency check flights only crew members involved in the
training and representatives of the Authority may be carried on board, except with
prior approval of the director of flight operations.
8.7.2 Functional check flights

Functional check flights may be performed for several reasons:
• for the purpose of acceptance of an aeroplane;
• (re-)delivery to a company;
• after special maintenance or repair work;
• or on special request of the authority.
Functional check flights shall be performed according to programs issued by the

technical department and approved by the DFO and in agreement with the pilots
performing the test.
Those flights shall be performed by the minimum flight crew according to OM. Only
experienced pilots authorized by the Director Flight Operations shall be assigned for
functional check flights. Refer to OM part D for training requirements.

General Page 8-192
If it is required, there might be, in addition to the minimum crew, engineers,

mechanics or inspectors on board who were directly involved in the preceding
work/inspection of the aeroplane. They shall be recorded as additional crew
members in the appropriate reporting document
The responsible engineer shall give the flight crew a briefing on the reason for the
functional check flight, the functional check program and how the preceding work
may influence the airworthiness of the aeroplane.
8.7.3 Delivery flights

Delivery flights are flights where, following a purchasing or lease agreement, an
aeroplane is flown from the manufacturer's, seller's or lessor's facility to the airline or
vice versa.
Provided all normal requirements - such as crew complement, equipment

requirements are met, non-revenue passengers may be carried if this is not excluded
on the certificate of airworthiness and certificate of registration. Full insurance
coverage shall be assured.
For some delivery flights the Authority might only issue a “ferry permit” in lieu of the
certificate of airworthiness and the certificate of registration. This ferry permit may
exclude the carriage of persons other than flight crew and engineers.
For those flights with minimum crew and the permitted persons other than flight crew
and passengers the Director Flight Operations may specify acceptable deviations
from the procedures required under EASA and the company Operations Manual(s),
but never below the national and international regulations for non-commercial
operations (ICAO Annex 2, Annex 6. 11 etc).
Delivery flights may be combined with training flights provided the minimum crew is
on board.
On those delivery flights, where all requirements as per EASA and the company
operations manual(s) are met (including all insurance coverage for commercial
operations) passengers, even commercial passengers, may be carried, provided the
aeroplane's registration is removed from the AOC only after the arrival at the final
(delivery) destination.
8.7.4 Ferry flights

Ferry flights are flights to position aeroplanes for maintenance reasons. They may be
conducted with minimum crew and reduced airworthiness as permitted by the AFM or
its supplements.

General Page 8-193
8.7.5 Demonstration flights

A demonstration flight may be for a sales/advertising purpose or to demonstration
flight characteristics to a potential buyer or flights with journalists and customers to
introduce a new type of aeroplane.
In any case, all flights with passengers aboard require full crew complement. Flights
without passengers may be combined with training flights and either require normal
crew composition (without cabin crew) or at least a type qualified instructor plus a
flight crew member with the basic pilot licenses required for that category of
aeroplanes.
VFR flights are also permitted in excess of a distance of 25 NM from the aerodrome
provided the required VFR minima apply.
The Director Flight Operations may specify additional minima increments for these
flights on an individual basis.
8.7.6 Positioning flights

A positioning flight is a flight to position an aeroplane to an aerodrome for commercial
operation. Positioning flights may be performed with the minimum flight crew. Crew
members of the company may be transported on the way to or from flight duty (Dead
Head Crews).

General Page 8-194
Oxygen requirements Version 10
8.8 Oxygen requirements
Terminology
Supplemental oxygen
Supplemental oxygen is oxygen for use by cabin occupants following a cabin
pressurization failure.
First-aid oxygen
First-aid oxygen is undiluted oxygen for passengers who, for physiological reasons,
might require oxygen following a cabin pressurization failure at a flight altitude of
more than 25000 ft and following the administering of supplemental oxygen.
Medical oxygen
Medical oxygen is oxygen for use by a passenger as a medical aid.
8.8.1 Provision and use of oxygen
8.8.1.1 Provision of oxygen
Supplemental oxygen
An amount of supplemental oxygen is provided based on the following assumptions:
• Cabin pressurization failure occurs at the pressure altitude or point of flight on
the authorized routes and areas of operation that is most critical from the
standpoint of supplemental oxygen need;
• following a cabin pressurization failure, the cabin pressure altitude is
considered to be the same as the aeroplane pressure altitude;
• after cabin pressurization failure, the aeroplane will descend in accordance
with the emergency procedures specified in OM part B to;
• after 2h 30 min of cruise at 10000 ft pressure altitude it is assumed that the
aeroplane descends to 8000 ft pressure altitude, and;
• safe altitudes are MORAs as given in the navigation documentation system, or
as given in OM part C, Routes section.
Areas where safe altitudes are incompatible with the descent profile as required from
a supplemental oxygen standpoint have been evaluated.
Where necessary decompression contingency procedures are established and
published in OM part C, Routes section.
Aerodromes included in decompression contingency procedures shall be considered
for emergency use only. For aerodrome availability the navigation documentation
system aerodrome directory and current NOTAMs shall be checked.

General Page 8-195
First-aid oxygen
An amount of first-aid oxygen is provided based on the following assumptions:
• The flight proceeds at a flight pressure altitude of more than 25000 ft;
• cabin pressurization failure occurs at the pressure altitude or point of flight in
the route network that is most critical from the standpoint of first-aid oxygen
need by passengers;
• a maximum of 2% of the passengers require first-aid oxygen following a cabin
pressurization failure and emergency descent;
• following a cabin pressurization failure and emergency descent, the cabin
pressure altitude is considered to be the same as the flight pressure altitude;
• first-aid oxygen is required until the cabin pressure altitude is 8000 ft or below,
and;
• first-aid oxygen is required at an average flow rate of 3 litres STPD (Standard
Temperature Pressure Dry ) per minute per passenger.
Medical oxygen
Medical oxygen equipment does not form part of the equipment installed on the
aeroplane. Medical oxygen equipment may be provided either by the passenger who
requires medical oxygen or by the company on request of such a passenger. When
the medical oxygen is carried in a gas cylinder, the gas cylinder shall have been
manufactured specifically for the purpose of containing and transporting oxygen.
When medical oxygen is being used, the equipment shall be restrained in such a way
that it will cause no risk of injury in case of turbulence or high deceleration loads.
When medical oxygen is not being used during taxi, take-off, turbulence and landing,
the equipment shall be stowed in a safe location. Before stowing, a CCM shall
ensure that there is no flow of oxygen.
8.8.1.2 Use of oxygen
Supplemental oxygen
FCM shall use supplemental oxygen:
• Whenever the cabin pressure altitude exceeds 10000 ft.
• whenever required as per abnormal or emergency procedures.
CCM shall use supplemental oxygen:

• Whenever the cabin pressure altitude exceeds 13000 ft.
• whenever required as per abnormal or emergency procedures.
• whenever cabin pressure altitude is greater than 10000 ft but does not exceed
13000 ft for a period in excess of 30 minutes.
CCMs shall also use supplemental oxygen whenever the cabin drop-out oxygen
masks deploy until an FCM informs that its use may be discontinued.

General Page 8-196
CCMs shall instruct passengers to use supplemental oxygen when the cabin drop-
out oxygen masks deploy and supervise its use until an FCM informs that its use may
be discontinued.
First-aid oxygen
CCMs shall administer oxygen to those passengers who are in obvious need of first-
aid oxygen.
8.8.2 Oxygen requirements
8.8.2.1 Flight Crew oxygen requirements

Flight crew oxygen requirements are described in OM part B.
8.8.2.2 Cabin Crew oxygen requirements

The amount of supplemental oxygen for each required CCM is sufficient to provide
oxygen for a period of 30 minutes. This amount is typically distributed over both:
• The drop-out oxygen masks;
• portable oxygen units with masks.
This requirement is covered by the MEL.
8.8.2.3 Passenger oxygen requirements

Passenger oxygen requirements are covered by the MEL.

General Page 1 of 36
Dangerous goods and weapons 04 Aug 2014
9 Dangerous goods and weapons

Table of contents
9 Dangerous goods and weapons ........................................................................... 1
9.1 Policy, information, instructions and general guidance on the transport of
dangerous goods ...................................................................................................... 3
9.1.1 Policy on transport of dangerous goods ................................................... 3
9.1.2 Definition ................................................................................................... 3
9.1.3 Approval .................................................................................................... 4
9.1.4 Forbidden dangerous goods..................................................................... 4
9.1.5 General exception..................................................................................... 4
9.1.5.1 Aeroplane equipment ...................................................................... 4
9.1.5.2 Medical aid....................................................................................... 5
9.1.5.3 Consumer goods ............................................................................. 5
9.1.5.4 Dry ice .............................................................................................. 5
9.1.5.5 Veterinary aid................................................................................... 5
9.1.5.6 Provisions for dangerous goods carried by passengers and crew . 6
9.1.5.7 Table: Provisions for passengers and crew .................................... 7
9.1.5.8 Dangerous goods acceptable with Company approval as checked
baggage only ................................................................................................... 10
9.1.5.9 Dangerous goods acceptable with Company approval as carry-on
baggage only ................................................................................................... 13
9.1.5.10 Dangerous goods acceptable without Company approval............ 14
9.1.5.11 Dangerous goods forbidden for air transport ................................ 16
9.1.5.12 Hidden dangerous goods .............................................................. 16
9.1.6 Lithium ion and lithium polymer cells or batteries .................................. 17
9.1.6.1 General .......................................................................................... 17
9.1.6.2 Lithium ion or lithium polymer cells or batteries (UN3480) and
lithium metal cells and batteries (UN3090) ...................................................... 17
9.1.6.3 Lithium ion or lithium polymer cells or batteries packed with
equipment (UN3481) – Lithium metal cells or batteries packed with equipment
(UN3091) 18
9.1.6.4 Lithium ion or lithium polymer cells or batteries contained in
equipment (UN3481) – Lithium metal cells or batteries contained in equipment
(UN3091) 18
9.1.7 Notification To Commander (NOTOC) ................................................... 19
9.1.8 Information to passengers ...................................................................... 20
9.2 Requirements for acceptance, marking, labelling, handling, stowage and
segregation of dangerous goods ............................................................................ 20
9.2.1 Acceptance ............................................................................................. 20
9.2.1.1 Leaking packages .......................................................................... 20
9.2.1.2 Passengers .................................................................................... 20
9.2.1.3 Cargo Aeroplane Only ................................................................... 20

9.2.1.4 Marking and labelling..................................................................... 20

9.2.1.5 Hazard labels ................................................................................. 21
9.2.1.6 Handling labels .............................................................................. 25
9.2.1.7 Other markings .............................................................................. 27
9.2.2 Stowage, loading and segregation ......................................................... 28
9.3 Procedures for responding to emergency situations ................................... 29
9.3.1 Emergencies ........................................................................................... 29
9.3.2 Emergency response procedures FCM.................................................. 29
9.3.3 Emergency response procedures CCM ................................................. 30
9.3.4 Removal of contamination ...................................................................... 31
9.3.5 Use of the Dangerous Goods Kit ............................................................ 32
9.3.6 Required actions after use Dangerous Goods Kit .................................. 32
9.3.7 Emergency Response Guidance ............................................................ 32
9.4 Reporting procedures................................................................................... 33
9.5 Duties of all personnel involved ................................................................... 33
9.6 Instructions on the carriage of Company employees .................................. 34
9.7 Carriage of weapons, munitions of war and sporting weapons ................... 34
9.7.1 Weapons and munitions of war .............................................................. 34
9.7.2 Exceptions .............................................................................................. 34
9.7.3 Commander ............................................................................................ 35
9.7.4 Sporting weapons location ..................................................................... 35


Policy, information, instructions and general
V10
guidance on the transport of dangerous goods
9.1 Policy, information, instructions and general

9.1.1 Policy on transport of dangerous goods

Dangerous goods can only be carried according to ICAO's Technical Instructions for
the Safe Transport of Dangerous Goods by Air (Technical Instructions), irrespective
of whether the flight is wholly or partly within or wholly outside the territory of a State.
An approval shall be granted by the competent authority before dangerous goods
can be carried on an aeroplane, except as identified below.
An approval is not required for dangerous goods which are required to be on board
the aeroplane as:
• items for airworthiness or operating reasons or for the health of passengers or
crew, such as batteries, fire extinguishers, first-aid kits, insecticides, air
fresheners, lifesaving appliances and portable oxygen supplies; and
• catering or cabin service supplies.
Note: Articles and substances intended as replacements for those above shall be
carried in accordance with the Technical Instruction.
9.1.2 Definition
Dangerous goods comprise articles or substances which are capable of posing a
significant risk to health, safety or to property when transported by air. The carriage
of dangerous goods on board a passenger aeroplane is subject to certain
restrictions, procedures and instructions in order to eliminate the above mentioned
hazards during normal conditions of transport.
The following documents serve as reference for the instructions and procedures in
this chapter:
• ICAO Annex 18;

• technical Instructions for the Safe Transport of Dangerous Goods by Air,
including the Supplement and any Addendum, approved and published by
ICAO (ICAO Doc 9284- AN/905);
• EASA Subpart G of Annex V (SPA.DG);
• IATA Dangerous Goods Regulations (DGR);
• national requirements for the transport of dangerous goods by air.

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9.1.3 Approval
CAA approval
TUI Airlines Belgium trading as Jetairfly is not certified by the Belgian CAA to
transport dangerous goods.
Company approval
Items requiring prior Company approval are identified by the IATA DGR tables in
9.1.5.7 and the accompanying procedures which these tables refer to.
9.1.4 Forbidden dangerous goods

The IATA DGR identify some dangerous goods as being forbidden for transport
under any circumstances and all reasonable measures shall be taken to ensure
these are not carried.
In addition to the approval, an exemption is required from all the States concerned
when the IATA DGR indicates that the dangerous goods are forbidden for transport in
normal circumstances; and an approval is required from the State of origin when the
IATA DGR indicates they may only be transported with such an approval.
The ‘State of origin’ is the State where the dangerous goods were first loaded on an
aeroplane. The ‘States concerned’ are those of origin, transit, over flight and
destination of the consignment and that of the Company, although for some
packages of radioactive materials the State of over flight is not concerned.
9.1.5 General exception

An approval from the Civil Aviation Authority (CAA) is not required for dangerous
goods which are listed below in paragraph 9.1.5.
9.1.5.1 Aeroplane equipment

Articles and substances which are required to be on board the aeroplane in
accordance with pertinent airworthiness requirements and operating regulations or
that are authorized by the State of the Company to meet special requirements. These
items include e.g. batteries, fire extinguishers, first-aid kits, lifesaving appliances and
portable oxygen supplies.
But unless otherwise authorized by the State of the Company, articles and
substances which contain dangerous goods intended as replacements for aeroplane
equipment or aeroplane equipment which has been removed for replacement shall
be transported in accordance with the IATA DGR.

V10
9.1.5.2 Medical aid

Dangerous goods which are placed on board with the approval of the Company to
provide medical aid to a patient during flight such as gas cylinders, drugs, medicines,
other medical material (e.g. sterilizing wipes) and wet cell or lithium batteries,
providing:
• the gas cylinders have been manufactured specifically for the purpose of
containing and transporting that particular gas;
• the drugs and medicines and other medical matter are under the control of
trained personnel during the time when they are in use;
• the equipment containing wet cell batteries is kept and, when necessary,
secured in an upright position to prevent spillage of the electrolyte;
• proper provision is made to stow and secure all the equipment during take-off
and landing and at all other times when deemed necessary by the commander
in the interests of safety;
• the prohibition on the use of electronic devices during take-off and landing is
equally applicable to medical equipment;
• Company approval has to be granted before the medical aid containing
dangerous goods is accepted on board;
These dangerous goods may also be carried on a flight made by the same aeroplane
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.
The dangerous goods carried may differ from those identified above due to the needs
of the patient. These are not those which are a part of the normal equipment of the
aeroplane.
Note: for dangerous goods that passengers are permitted to carry as medical aid see
OM-A 9.1.5.6.
9.1.5.3 Consumer goods

Catering or cabin service supplies such as alcoholic beverages, perfumes, colognes,
safety matches and liquefied gas lighters for use or sale on the aeroplane during the
flight or series of flights.
9.1.5.4 Dry ice

Carbon dioxide solid, (dry ice) for use in food and beverage service aboard the
aeroplane.
9.1.5.5 Veterinary aid

Dangerous goods which are carried for use in flight as a veterinary aid or as a
humane killer for an animal.

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9.1.5.6 Provisions for dangerous goods carried by

passengers and crew
Baggage separated from its owner, may be carried forward by the Company as
checked or carry-on baggage according to the provisions in the table in paragraph
9.1.5.7 below.
Dangerous goods shall not be carried by passengers or crew:

• as or in checked baggage;
• as or in carry-on baggage;
• on their person,
unless as otherwise provided in the table in paragraph 9.1.5.7 below.
This means an approval from the CAA is not required for those dangerous goods
which, according to the IATA DGR, can be carried by passengers or crew members.

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9.1.5.7 Table: Provisions for passengers and crew

Dangerous goods shall not be carried in checked or carry-on baggage by passengers
or crew, except as otherwise provided below:
Permitted in or as carry-on baggage

Permitted in or as checked baggage
Permitted on one’s person
The approval of the Company is required
The commander shall be informed of the location
NO NO NO n/a n/a Disabling devices such as mace, pepper spray, etc.
containing an irritant or incapacitating substance.
Electro shock weapons (e.g. Tasers) containing dangerous

NO NO NO n/a n/a goods such as explosives, compressed gases, lithium
batteries, etc..
Security-type attaché cases, cash boxes, cash bags, etc.

incorporating dangerous goods, such as lithium batteries
NO NO NO n/a n/a and/or pyrotechnic material, except as provided in 9.1.5.8.
NO YES NO YES NO Ammunition (cartridges for weapons), securely

packaged (in Division 1.4S, UN0012 or UN 0014 only), in
quantities not exceeding 5 kg gross weight per person for
that person’s own use. Allowances for more than one person
shall not be combined into one or more packages.
NO YES NO YES NO Battery-powered wheelchairs or other similar mobility

devices with non-spillable wet batteries or with batteries
which comply with Special Provision A123, (see 9.1.5.8).
NO YES NO YES YES Battery-powered wheelchairs or other similar mobility

devices with spillable batteries or with lithium batteries
(see 9.1.5.8)
YES NO NO YES YES Battery-powered mobility aids with lithium ion batteries
(collapsible), lithium-ion battery shall be removed and
carried in the cabin (see 9.1.5.8)
NO YES NO YES NO Camping stoves and fuel containers that have contained
a flammable liquid fuel, with empty fuel tank and/or fuel
container (see 9.1.5.8 for details)
NO YES NO YES NO Security-type equipment containing lithium batteries

(see 9.1.5.8 for details)

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YES YES YES YES NO Lithium ion battery powered equipment containing
batteries over 100 Wh but not exceeding 160 Wh.
YES NO YES YES NO Spare lithium ion batteries with a Watt-hour rating
exceeding 100 Wh but not exceeding 160 Wh for consumer
electronic devices. Maximum of two spare batteries may be
carried in carry-on baggage only. These batteries shall be
individually protected to prevent short circuits.
YES NO NO YES YES Mercury barometer of thermometer carried by a

representative of a government weather bureau or similar
official agency (see 9.1.5.9 for details)
YES NO YES YES NO Portable medical electronic devices (Automated External

Defibrillators (AED), Nebulizer, Continuous Positive Airway
Pressure (CPAP), etc.) containing lithium metal or lithium ion
cells or batteries may be carried (see 9.1.5.9 for details).
YES YES NO YES NO Avalanche rescue backpack, one (1) per person,
containing a cylinder of compressed gas in Division 2.2. May
also be equipped with a pyrotechnic trigger mechanism
containing less than 200 mg net of Division 1.4S. The
backpack shall be packed in such a manner that it cannot be
accidentally activated. The airbags within the backpacks shall
be fitted with pressure relief valves.
YES YES NO YES NO Carbon dioxide, solid (dry ice), in quantities not exceeding
2.5 kg per person when used to pack perishables not subject
to these Regulations in checked or carry-on baggage,
provided the baggage (package) permits the release of
carbon dioxide gas. Checked baggage shall be marked “dry
ice” or “carbon dioxide, solid” and with the net weight of dry
ice or an indication that there is 2.5kg or less dry ice.
YES YES NO YES NO Chemical Agent Monitoring Equipment, when carried by

staff members of the Organization for the Prohibition of
Chemical Weapons on official travel (see IATA DGR 2.3.4.4
for details).
YES YES NO YES NO Heat producing articles such as underwater torches (diving
lamps) and soldering ions. (heat producing component and
power supply shall be isolated e.g. fuse shall be pulled or
battery disconnected).
YES YES YES YES YES Oxygen or air, gaseous, cylinders required for medical
use. The cylinders shall not exceed 5 kg gross weight.
Note: Liquid oxygen systems are forbidden for transport
.

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YES YES YES YES NO Small non-flammable gas cylinders, containing carbon
dioxide or other suitable gas in Division 2.2. Up to two (2)
small cylinders fitted into a life jacket, and up to two (2) spare
cartridges per person, not more than four (4) cylinders up to 50
mL water capacity for other devices.
YES YES YES NO NO Alcoholic beverages, when in retail packagings, containing
more than 24% but not more than 70% alcohol by volume, in
receptacles not exceeding 5 L, with a total net quantity per
person of 5 L.
NO YES NO NO NO Aerosols in Division 2.2, with no subsidiary risk, for sporting
or home use.
YES YES YES NO NO Non-radioactive medicinal or toilet articles (including
aerosols) such as hair sprays, perfumes, colognes and
medicines containing alcohol.
The total net quantity of all above mentioned articles shall not
exceed 2 kg or 2 L, and the net quantity of each single article
shall not exceed 0.5 kg or 0.5 L. Release valves on aerosols
shall be protected by a cap or other suitable means to prevent
inadvertent release of the contents.
YES YES YES NO NO Energy efficient light bulbs when in retail packaging
intended for personal or home use.
YES YES YES NO NO Fuel cells, and spare fuel cartridges powering portable
electronic devices (e.g. cameras, cellular phones, laptop
computers, and camcorders), see 9.1.5.10 for details.
YES YES NO NO NO Hair curlers containing hydrocarbon gas, up to one (1) per
passenger or crew member, provided that the safety cover is
securely fitted over the heating element. These hair curlers
shall not be used on board the aeroplane at any time. Gas
refills for such curlers are not permitted in checked or carry-on
baggage.
YES YES NO NO NO Insulated packagings containing refrigerated liquid
nitrogen (dry shipper), fully absorbed in a porous material
containing only non-dangerous goods.
NO YES NO NO NO Internal combustion or fuel cell engines, shall meet IATA
DGR A70 (see 9.1.5.10 for details).
YES YES YES NO NO Medical or clinical thermometer, which contains mercury,
one (1) per person for personal use, when in its protective
case.
YES YES YES NO NO Non-flammable, non-toxic gas cylinders worn for the
operation of mechanical limbs. Also, spare cylinders of a
similar size if required to ensure an adequate supply for the
duration of the journey.
YES YES NO NO NO Non-infectious specimens packed with small quantities of
flammable liquid, shall meet IATA DGR SP A180.
NO YES NO NO NO Permeation devices, shall meet IATA DGR SP A41.

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YES YES YES NO NO Portable electronic devices (including medical devices)
containing lithium metal or lithium ion cells or batteries,
such as watches, calculating machines, cameras, cellular
phones, laptop computers, camcorders, etc., when carried by
passengers or crew members for personal use.
YES NO YES NO NO All spare batteries, including lithium metal or lithium ion
cells or batteries, for such portable electronic devices shall
be carried in carry-on baggage only. These batteries shall be
individually protected to prevent short circuits.
YES YES NO NO NO Portable electronic devices containing non-spillable
batteries, batteries shall meet A67 and shall be 12 V or less
and 100 Wh or less. A maximum of 2 spare batteries may be
carried (see 2.3.5.10 for details)
NO NO YES NO NO Radio-isotopic cardiac pacemakers or other devices,
including those powered by lithium batteries, implanted into a
person, or radiopharmaceuticals contained within the body of a
person as the result of medical treatment.
NO NO YES NO NO Safety matches (one small packet) or a cigarette lighter
that does not contain unabsorbed liquid fuel, other than
liquefied gas, intended for use by an individual when carried
on the person. Lighter fuel and lighter refills are not permitted
on one’s person or in checked or carry-on baggage.
Note: “Strike anywhere” matches, “Blue flame” or “Cigar”

lighters are forbidden
Source: IATA DGR 55th EDITION, 1 JANUARY 2014
9.1.5.8 Dangerous goods acceptable with Company

approval as checked baggage only
Wheelchairs or other battery-powered mobility aids with batteries
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 to following
conditions:
Battery-powered wheelchairs or other similar mobility aids with non-

spillable wet batteries or with batteries which comply with Special Provision
A123
• Non-spillable batteries must comply with Special Provision A67 or the vibration
and pressure differential tests of Packing Instruction 872;
• the battery terminals are protected from short circuits, e.g. by being enclosed
within a battery container, the battery is securely attached to the wheelchair or
mobility aid and 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, mail, 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):
o the battery(ies) must be removed. The wheelchair/mobility aid may then
be carried as checked baggage without restriction;
o the removed battery(ies) must be carried in strong, rigid packagings
which must be carried in the cargo compartment. The battery(ies) must
be protected from short circuit and the commander must be informed of
the location of the packed battery.
Wheelchairs or other battery-powered mobility aids with spillable batteries

• If the wheelchair or mobility aid can be loaded, stowed, secured and unloaded
always in an upright position then the battery may remain installed in the
wheelchair, provided:
o the battery terminals are protected from short circuits, e.g. by being
enclosed within a battery container;
o the battery is securely attached to the wheelchair or mobility aid and
electrical circuits have been inhibited;
o the wheelchair/battery-powered mobility aid must be carried such that it
is protected from being damaged by the movement of baggage.
• If the wheelchair or mobility aid cannot be loaded, stowed, secured and
unloaded always in an upright position, the battery must be removed. The
wheelchair or mobility aid may then be carried as checked baggage without
restriction. The removed battery must be carried in strong, rigid packagings as
follows:
o packagings must be leak-tight, impervious to battery fluid and be
protected against upset by securing to pallets or by securing them in
cargo compartments using appropriate means of securement (other
than by bracing with freight or baggage) such as by use of restraining
straps, brackets or holders;
o 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
o 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.
Wheelchairs or other mobility aids with lithium batteries

• The batteries must be of a type which meets the requirements of each test in
the UN Manual of Tests and Criteria, Part III, subsection 38.3;
• the battery terminals are protected from short circuits, e.g. being enclosed
within a battery container;

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• the battery is securely attached to the wheelchair;

• electrical circuits have been inhibited;
• 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 damaged by the
movement of baggage, mail or other cargo;
• where a battery powered wheelchair or other similar mobility aid is designed to
allow its battery(ies) to be removed by the user (e.g. collapsible):
o the battery(ies) shall be removed. The wheelchair/mobility aid may than
be carried as checked baggage without restriction;
o the battery(ies) shall be protected from short circuit by insulating the
terminals (e.g. by taping over exposed terminals);
o the removed battery(ies) shall be protected from damage by placing
each battery in a protective pouch. The battery(ies) shall be carried
within the passenger compartment;
o removal of the battery from the device shall be performed by following
the instructions of the manufacturer or the device owner;
o the battery shall not exceed 300Wh;
o a maximum of one spare battery not exceeding 300Wh or two spares
not exceeding 160Wh may be carried.
Note: the commander shall be informed of the location of a wheelchair or mobility aid
with an installed battery or of a packed battery.
Ammunition (cartridges for weapons)

Provided they are in Division 1.4S, UN 0012 or UN 0014 only, they are for that
person’s own use, they are securely boxed and in quantities not exceeding 5 kg
gross weight and they are in checked baggage. Allowances for more than one
passenger shall not be combined into one or more packages. Cartridges with
explosive or incendiary projectiles are not permitted. Tracers for ammunition (UN
0212) are not permitted.
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, in which case the dangerous effects should be
limited to the extent that they do not hinder firefighting or other emergency response
efforts in the immediate vicinity of the package. Cartridges for sporting use are likely
to be within Division 1.4S.
Security-type equipment
Security type equipment such as attaché cases, cash boxes, cash bags, etc.
incorporating dangerous goods as part of this equipment, i.e. lithium batteries or
pyrotechnic material, may be carried as checked baggage only if the equipment
complies with the following:

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• the equipment shall be equipped with an effective means of preventing

accidental activation;
• if the equipment contains an explosive or pyrotechnic substance or an
explosive article, this article or substance shall be excluded from Class 1
by the appropriate national authority of the State of Manufacture.
• if the equipment contains lithium cells or batteries, these cells or batteries shall
comply with the following restrictions:
o for a lithium metal cell, the lithium content is not more than 1 g;
o for a lithium metal battery, the aggregate lithium content is not more
than 2 g;
o for lithium ion cells, the Watt-hour rating is not more than 20 Wh;
o for lithium ion batteries, the Watt-hour rating is not more than 100 Wh;
• if the equipment contains gases to expel dye or ink, only gas cartridges and
receptacles, small, containing gas with a capacity not exceeding 50 mL,
containing no constituents subject to these Regulations other than a
Division 2.2 gas, are allowed. The release of gas shall not cause extreme
annoyance or discomfort to crew members so as to prevent the correct
performance of assigned duties. In case of accidental activation all hazardous
effects shall be confined within the equipment and shall not produce extreme
noise;
• security type equipment that is defective or that has been damaged is
forbidden for transport.
Camping stoves and fuel containers that have contained a flammable liquid
fuel
Provided that it has been completely drained of all liquid fuel and action has been
taken to nullify the danger. To nullify the danger, the empty fuel tank and / or
container shall be allowed to drain for at least 1 hour, the fuel tank and / or container
shall then be left uncapped for a minimum of 6 hours to allow any residual fuel to
evaporate. Alternative methods, such as adding cooking oil to the fuel tank and / or
container to elevate the flash point of any residual liquid above the flash point of
flammable liquid and then emptying the fuel tank and / or container are equally
acceptable. The fuel tank and / or container shall then have the cap securely
fastened and be wrapped in absorbent material such as paper towel and placed in a
polyethylene or equivalent bag. The top of the bag shall then be sealed or gathered
and closed with an elastic band or twine.
9.1.5.9 Dangerous goods acceptable with Company

approval as carry-on baggage only
Mercury barometer or thermometer
when carried by a representative of a government weather bureau or similar official
agency. The barometer or thermometer shall be packed in a strong packaging having
inside a sealed inner liner or bag of strong leak- proof and puncture-resistant material
impervious to mercury closed in such a way as to prevent the escape of mercury

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from the package irrespective of its position. The commander shall be informed of the
location of the barometer or thermometer.
Lithium ION battery equipment / all spare batteries

exceeding a watt-hour rating of 100 Wh but not exceeding 160 Wh may be carried as
spare batteries in carry-on baggage, or in equipment in either checked or carry-on
baggage. Batteries must be of a type that meet the requirements of the UN Manual of
Tests and Criteria, Part III, subsection 38.3. No more than two spare batteries per
person may be carried and must be individually protected so as to prevent short
circuits using one of the following:
• in original retail packaging;
• taping over exposed terminals;
• placing each battery in a separate plastic bag or protective pouch.
9.1.5.10 Dangerous goods acceptable without Company

approval
Fuel cell systems and spare fuel cartridges
powering portable electronic devices are only permitted in or as carry-on baggage or
on one’s person, provided:
• fuel cell cartridges may only contain flammable liquids, corrosive substances,
liquefied flammable gas, water-reactive substances or hydrogen in metal
hydride;
• fuel cell cartridges shall not be refillable by the user. Refuelling of fuel cell
systems is not permitted except that the installation of a spare cartridge is
allowed.
Note: fuel cell cartridges which are used to refill fuel cell systems but which
are not designed or intended to remain installed (fuel cell refills) are not
permitted to be carried;
• the maximum quantity of fuel in any fuel cell cartridge shall not exceed:
o for liquids 200 ml;
o for liquefied gases 120 ml for non-metallic fuel cell cartridges or 200 ml
for metal fuel cell cartridges;
o for solids 200g;
o for hydrogen in metal hydride the fuel cell cartridges shall have a water
capacity of 120ml or less;
• each fuel cell cartridge shall be marked with a manufacturer’s certification that
it conforms to IEC PAS 62282-6-1 Ed. 1, and with the maximum quantity and
type of fuel in the cartridge;
• each fuel cell system shall conform to IEC PAS 62282-6-1 Ed. 1, and shall be
marked with a manufacturer’s certification that it conforms to the specification;
• no more than two spare fuel cell cartridges may be carried by a passenger as
follows:

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o fuel cell cartridges containing flammable liquids, corrosive substances,

liquefied flammable gas or hydrogen in metal hydride in carry-on
baggage, in checked baggage, or on the person;
o fuel cell cartridges containing water-reactive substances may only be
carried in carry-on baggage or on the person;
• fuel cell systems containing fuel and fuel cell cartridges including spare
cartridges are permitted in carry-on baggage only;
• interaction between fuel cells and integrated batteries in a device shall
conform to IEC PAS 62282-6-1 Ed. 1. Fuel cell systems which sole function is
to charge a battery in the device are not permitted;
• fuel cell systems shall be of a type that will not charge batteries when the
portable electronic device is not in use and shall be durably marked by the
manufacturer: ‘APPROVED FOR CARRIAGE IN AEROPLANE CABIN ONLY’;
• in addition to the languages which may be required by the State of Origin for
the markings specified above, English should be used.
Portable electronic devices containing non-spillable batteries

in checked or carry-on baggage meeting IATA Special Provision A67. A maximum of
two spare non-spillable batteries meeting the IATA Special provision A67 may also
be carried. The following apply:
• the voltage of each battery shall not exceed 12 V not exceeding 100Wh;
• the device shall either be protected from inadvertent activation, or the battery
shall be disconnected and the battery terminals insulated; and
• each spare battery shall be protected from short circuit by insulation of the
battery terminals.
Internal combustion engines

,both new/unused and used, (e.g. chainsaws, lawnmowers, whipper snippers etc.) do
not require Company approval but shall meet the requirements of Special Provision
A70.
Internal combustion or fuel cell engines may be shipped either separately or
incorporated into a vehicle, machine or other apparatus.
e-Cigarettes
use is not permitted on an aeroplane. If carried, they shall only be packed in carry-on
baggage, together with all spare batteries. Spare batteries shall be individually
protected to prevent short circuits by using one of the following methods:
• in original retail packaging;
• taping over exposed terminals; or
• placing each battery in a separate plastic bag or protective pouch.
Non-infectious specimens packed with small quantities of flammable liquids

such as specimens of mammals, birds, amphibians, reptiles, fish, insects and other
invertebrates containing small quantities of flammable liquids may be carried in

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checked or carry-on baggage provided that the requirements of Special Provision

A180 are complied with.
Permeation devices
only for calibrating air quality monitoring equipment may be carried in checked
baggage . These devices must comply with the requirements of Special Provision
A41.
9.1.5.11 Dangerous goods forbidden for air transport

Any article or substance, as presented for transport, that is liable to explode,
dangerously react, produce a flame, dangerous evolution of heat or dangerous
emission of toxic, corrosive or flammable gases or vapours under conditions normally
encountered in transport shall not be transported by air under any circumstance.
9.1.5.12 Hidden dangerous goods

Company staff must be adequately trained to identify and detect dangerous goods:
• indications that dangerous goods may be present (e.g. labels, markings);
• those dangerous goods which may be carried by passengers and crew (ref
9.1.5);
• general descriptions for cargo and passengers baggage which may contain
dangerous goods. Typical examples are listed below.
Examples Remarks
AIRCRAFT ON GROUND May contain explosives (flares or other pyrotechnics),

(AOG) spares chemical oxygen generators, cylinders of compressed
gas (oxygen, carbon dioxide, nitrogen or fire
extinguishers), paint, adhesives, aerosols, first aid
kits, fuel in equipment, wet or lithium batteries, etc..
Breathing apparatus/SCUBA May indicate compressed air or oxygen cylinders.
Camping equipment May contain flammable liquids, gas or solids.
COMAT (Company materials) Such as aircraft parts, may contain dangerous goods
as an integral part.
Electrical equipment May contain magnetized materials or mercury in
switch gear and electron tubes.
Electrically powered May contain wet batteries apparatus (wheel chairs,
lawn mowers, golf carts, etc.).
Instruments May conceal barometers, manometers, mercury
switches, rectifier tubes, thermometers containing
mercury.
Passengers baggage May contain items meeting any of the criteria for
dangerous goods. E.g. flammable household liquids,
corrosive oven or drain cleaners, flammable gas or
liquid lighter refills, aerosols, etc..

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Pharmaceuticals May contain various hazardous chemicals.

Photo supplies May contain various hazardous chemicals.
Swimming pool supplies May contain acid, chlorine.
Toys May be made of celluloid or other flammable material.
Vaccines May be packed in dry ice (solid carbon dioxide).
9.1.6 Lithium ion and lithium polymer cells or batteries
9.1.6.1 General
Damaged or defective batteries are forbidden for transport.
Cells and batteries must be protected so as to prevent short circuits. This includes
protection against contact with conductive materials with the same packaging that
could lead to a short circuit.
9.1.6.2 Lithium ion or lithium polymer cells or batteries

(UN3480) and lithium metal cells and batteries
(UN3090)
Approved quantities:
• lithium ion cells with a Watt-hour rating in excess of 20 Wh and lithium ion
batteries with a Watt-hour rating in excess of 100 Wh: net quantity per
package 5 kg;
• lithium ion cells and/or batteries with a Watt-hour rating of 2,7 Wh or less: no
limit;
• lithium ion cells with a Watt-hour rating of more than 2,7Wh, but not more than
20 Wh: 8 cells;
• lithium ion batteries with a Watt-hour rating of more than 2,7 Wh but not more
than 100Wh: 2 batteries.
• lithium metal cells > 1g or lithium metal batteries > 2g: net quantity per
package 2.5 kg.
When carrying up to 8 lithium ion cells with a Watt-hour rating of less than 20 Wh or
up to 2 lithium ion batteries with a Watt-hour rating of less than 100Wh, or up to 8
lithium metal cells < 1 g or less or up to 2 lithium metal batteries < 2 g:
• it must be mentioned that lithium ion cells or batteries are transported. This is
done on alternative documents such as cargo and air waybill documents. A
telephone number for additional information must be mentioned; and
• the package must be labelled with a lithium battery handling label. See 9.2.1;
and
• a NOTOC is not required.

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When carrying more than 8 lithium ion cells with a Watt-hour rating of more than 20
Wh or more than 2 lithium ion batteries with a Watt-hour rating of more than 100Wh
or more than 8 lithium metal cells < 1g or more than 2 lithium metal batteries < 2g:
• it must be mentioned that lithium ion cells or batteries are transported. This is
done on alternative documents such as cargo or air waybill documents. The
information required is name and address of the shipper and consignee,
UN3480, “Lithium ion batteries, PI965 IB, the number of packages and the
gross weight of each package. A telephone number for additional information
must be mentioned; and
• gross quantity per package is 10 kg for lithium ion cells and batteries; and
• gross quantity per package is 2.5 kg for lithium metal cells and batteries; and
• the package must be labelled with a lithium battery handling label and a Class
9 hazard label . See 9.2.1.

packed with equipment (UN3481) – Lithium metal
cells or batteries packed with equipment (UN3091)
When carrying lithium ion cells with equipment with a Watt-hour rating of more than
20 Wh or lithium ion batteries with a Watt-hour rating of more than 100Wh or
lithium metal cells with equipment > 1 g or lithium metal batteries > 2 g:
• the equipment must be secured against movement and must be equipped with
an effective means of preventing accidental activation; and
• approved net quantity per package is 5 kg.
When carrying lithium ion cells with equipment with a Watt-hour rating of less than 20
Wh or lithium ion batteries with a Watt-hour rating of less than 100Wh or
lithium metal cells with equipment < 1 g or lithium metal batteries < 2 g:
• it must be mentioned that lithium cells or batteries are transported. This is
• the package must be labelled with a lithium battery handling label. See 9.2.1;
and

contained in equipment (UN3481) – Lithium metal
cells or batteries contained in equipment (UN3091)
When carrying lithium ion cells contained in equipment with a Watt-hour rating of
more than 20 Wh or lithium ion batteries with a Watt-hour rating of more than 100Wh
or lithium metal cells contained in equipment > 1 g or lithium metal batteries > 2 g:

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• approved net quantity per package is 5 kg.
When carrying lithium ion cells contained in equipment with a Watt-hour rating of less
than 20 Wh or lithium ion batteries with a Watt-hour rating of less than 100Wh or
lithium metal cells contained in equipment < 1 g or lithium metal batteries < 2 g:
• it must be mentioned that lithium cells or batteries are transported. This is
• the package containing more than four cells or two batteries contained in
equipment must be labelled with a lithium battery handling label. See 9.2.1;
and
9.1.7 Notification To Commander (NOTOC)

The commander of the aeroplane on which dangerous goods are to be carried shall
be informed before the flight of those dangerous goods, as provided for in the IATA
DGR. This information shall be on a dedicated form (NOTOC) written in English. A
copy of the information must be kept on the ground.
The form includes:
• the proper shipping name and UN/ID number (when assigned);
• the class or division, any identified subsidiary risks and, for explosives,
the Compatibility Group for Class 1;
• the Air Waybill number (when issued);
• exact loading position on board the aeroplane;
• the packing group (when assigned);
• Emergency Response Drill codes (ERG Code)
• the number of packages, net quantity or gross weight per package;
• loading location;
• confirmation that there is no evidence of damaged or leaking packages.
• the airport at which the package(s) is to be unloaded; and
• where applicable the identification number of the ULD.
The written information to the commander shall be readily available to him during the
flight. By signing the NOTOC the commander accepts the responsibility for carriage
of these goods. The commander going off duty shall clip the NOTOC on the control
column for the next commander whenever dangerous goods remain on board and
are carried to a next destination.

Requirements for acceptance, marking,
labeling, handling, stowage and V10
segregation of dangerous goods
9.1.8 Information to passengers

The passengers are informed about the general terms of the carriage of dangerous
goods on the ticket they receive, the conditions available on the website and during
the check-in process.
9.2 Requirements for acceptance, marking,

labeling, handling, stowage and segregation
of dangerous goods
9.2.1 Acceptance
Before dangerous goods are accepted for air transport an acceptance check shall be
carried out using a dedicated checklist, to ensure as far as is possible that packages,
overpacks and freight containers are not damaged or leaking, they are correctly
marked and labelled and dangerous goods transport documents have been
completed correctly, according to the IATA DGR.
9.2.1.1 Leaking packages

Before dangerous goods are loaded on an aeroplane and after unloading from an
aeroplane, packages, overpacks and freight containers shall be inspected for
evidence of damage or leakage, as required by the IATA DGR. Leaking or damaged
packages, overpacks or freight containers shall not be loaded onto an aeroplane.
Any dangerous goods packages found on an aeroplane and which appear to be
damaged or leaking are to be removed.
9.2.1.2 Passengers
Dangerous goods shall not be carried in the cabin of an aeroplane occupied by
passengers or on the flight deck, except as provided for in the IATA DGR.
9.2.1.3 Cargo Aeroplane Only

Dangerous goods identified as suitable for transport only on a cargo aeroplane shall
not be carried on an aeroplane on which passengers are being carried. In this
context ‘passenger’ excludes a crew member, a Company employee, an authorized
representative of an Authority and a person with duties in respect of a particular
shipment of dangerous goods or other cargo on board.
9.2.1.4 Marking and labelling

This is an example of a fully marked and labelled package:

Packagings shall be marked according to the relevant requirements of the IATA

DGR. Two types of markings exist, those which identify the design or specification of
a packaging and those which identify the use of a particular packaging for a particular
shipment. Packages containing dangerous goods can be identified by labels; when
these labels or similar ones are seen on items not identified as containing dangerous
goods it is often an indication that they do contain such goods. Two types of labels
exist:
9.2.1.5 Hazard labels

The labels indicate the hazard of the goods by their class or division. The label
identifying the hazard shall bear the class or division number as appropriate in the
bottom corner and minimum dimensions are 100 mm x 100 mm, in the shape of a
square, set at 45°.
Class 1 – Explosives
Division 2.1 - Flammable gases

Division 2.2 – Non-flammable, non-toxic gases
Division 2.3 – Toxic gases
Class 3 – Flammable liquids
Division 4.1– Flammable solids

Division 4.2 – Spontaneously combustible substances
Division 4.3 – Water-reactive substances
Division 5.1 – Oxidizing substances
Division 5.2 – Organic peroxides

Division 6.1 – Toxic substances
Division 6.2 – Infectious substances
Class 7 – Radioactive materials
Class 8 – Corrosive substances

Class 9 – Miscellaneous dangerous goods
9.2.1.6 Handling labels

Required either alone or in addition to hazard labels for certain dangerous goods.
Lithium ion batteries
Cargo Aircraft Only

Cryogenic liquid Magnetized material
Package orientation
The following orientation label shall be displayed on the packaging of dangerous
goods containing liquids:
Keep away from heat

For packages containing self-reactive substances of Division 4.1 Flammable solids or
Division 5.2 organic peroxides, the “Keep away from heat” label (Figure below) shall
be affixed on all packages. This label should be affixed on the same surface of the
package near the hazard label(s).
Battery powered wheelchair and mobility aid label

Intermediate Bulk Containers (IBC)

IBC containers are used for the transport and storage of fluids and bulk material. If
the IBC is stackable, the maximum mass allowed on top is indicated. If this is not
allowed, the other label is used.
9.2.1.7 Other markings
Limited quantities
Special provisions have been made for dangerous goods transported as cargo, in
reasonably limited quantities. They are except from the use of approved packing
material.
Excepted quantities
Special provisions have been made for dangerous goods transported as cargo, in
very small quantities. They are except from the provisions for documentation, hazard
labels and segregation.
Environmentally hazardous substance
9.2.2 Stowage, loading and segregation

Dangerous goods shall be loaded, stowed and secured on an aeroplane as required
by the IATA DGR. This includes segregating packages from each other when they
contain incompatible dangerous goods, securing packages to ensure their orientation
or position does not change to the extent that they may be damaged, including by
movement of other goods loaded in the compartment or affect passengers. In the
event of visible damage of the package it shall be offloaded.
Dangerous goods bearing the ‘Cargo Aircraft Only’ label shall not be carried on a
passenger aeroplane.
Certain dangerous goods cannot be stowed next to each other because they might
react dangerously in case of leakage. A minimum physical segregation shall always
be observed. This means dangerous goods cargo shall be segregated by non-
dangerous cargo, or separately tied down on the pallet or aeroplane floor.
The segregation requirements can be found in the table below.
Hazard
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 - - - - - - -
3 Note 2 - - - - X - -
4.2 Note 2 - - - - X - -
4.3 Note 2 - - - - - - X
5.1 Note 2 - X X - - - -
5.2 Note 2 - - - - - - -
8 Note 2 - - - X - - -
Procedures for responding to emergency
V10
situations
Goods indicated with an “X” shall be separated.
Note 1: explosives
• May only be stowed together without significantly increasing either the
probability of an accident or, for a given quantity, the magnitude of the effects
of such an accident;
• explosives in Compatibility Group S may be stowed with explosives in all
compatibility groups;
• except as provided for in note 1 the following paragraph below, explosives of
different compatibility groups may be stowed together whether or not they
belong to the same division;
• explosives in Division 1.4B and explosives in Division 1.3 shall not be stowed
together.
They shall be loaded in separate Unit Load Devices (ULD). The ULD’s shall be
separated at least 2 meter. When not loaded in a ULD these explosives shall
be loaded into different, non-adjacent loading positions and separated by other
cargo with a minimum separation distance of 2 meter.
Note 2: this class or division shall not be stowed together with explosives other than
those in division 1.4, compatibility group S.
Note 3: packages containing dangerous goods with multiple hazards in the class or
division, which require segregation in accordance with the table, need not be
segregated from other packages bearing the same UN number.
9.3 Procedures for responding to emergency

situations
9.3.1 Emergencies
If an in-flight emergency occurs and the situation permits, the commander shall
inform the appropriate ATS unit of any dangerous goods on board the aeroplane.
This information shall include the proper shipping name, the class / division and
identified subsidiary risks, the compatibility group for explosives, the quantity and the
location on board.
The procedures contained in the ICAO Emergency Response Guide codebook,

which is carried on the flight crew compartment, may be used to substitute the FCM
and CCM procedures described below.
9.3.2 Emergency response procedures FCM

• Apply the appropriate aeroplane Non Normal Checklist for Smoke, Fire or
Fumes or for Smoke or Fumes Removal;

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situations
• for dangerous goods incidents in the passenger cabin, see cabin crew
Emergency Response Checklist and coordinate flight crew / cabin crew
actions;
• determine emergency response drill code;
• use guidance from aeroplane emergency response drills chart to help deal
with incident;
• if the situation permits, notify ATC of the dangerous goods being carried.
After landing:
• disembark passengers and crew before opening any cargo compartment
doors;
• inform ground personnel / emergency services of nature of item and where
stowed;
• commander makes an appropriate entry in ATL; and
• commander files an SR.
9.3.3 Emergency response procedures CCM
Initial action:
• notify commander;
• identify the item.
In case of fire:
• use standard procedure / check use of water.
In case of fire involving a portable electronic device:

• use standard procedure / obtain and use fire extinguisher;
• remove external electrical power from device (if applicable);
• immerse the device into water (or other non-flammable liquid) to cool cells
prevent ignition of adjacent cells and / or to prevent a thermal runaway;
• do not remove device;
• remove power to remaining electrical outlets until the aeroplane system
can be determined to be free of faults, if the device was previously plugged in.
In case of spillage or leakage:

• collect emergency response kit or other useful items;
• don gloves and smoke hood;
• move passengers away from area and distribute wet towels or cloths;
• place dangerous goods item in polyethylene bags;
• stow polyethylene bags;
• treat affected seat cushions / covers in the same manner as dangerous goods
item;
• cover spillage on carpet / floor;

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situations
• regularly inspect items stowed away / contaminated furnishings.
After landing:
• identify to ground personnel dangerous goods item and where stowed;
• commander makes an appropriate entry in the ATL; and
9.3.4 Removal of contamination

In the event of a spillage or leakage of dangerous goods within an aeroplane, the
position where the dangerous goods or ULD was stowed on the aeroplane 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 outside of
the ULD.
Persons responding in the event of damage to or leakage of dangerous goods from

packages must:
• identify the hazards and wear appropriate protective clothing;
• avoid handling the package or keep handling to a minimum;
• inspect adjacent packages for contamination and put aside any that may have
been contaminated;
• arrange for decontamination of the aeroplane and equipment; and
• in the case of infectious material, inform the appropriate public health authority
or veterinary authority, and provide information to any other countries of transit
where persons may have been exposed to danger; and notify the shipper
and/or the consignee.
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 resultant radiation level of the package.
The scope of the assessment must include the package, the aeroplane, the adjacent
loading and unloading areas and, if necessary, all other material which has been
carried in the aeroplane. When necessary, additional steps for the protection of
persons, property and the environment must be taken in accordance with provisions
established by the relevant competent authority, to overcome and minimize the
consequences of such leakage or damage.
An aeroplane which has been contaminated by radioactive materials must be

immediately taken out of service and not returned until the radiation level at any
accessible surface and the non-fixed contamination are not more than the values

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situations
specified in the Technical Instructions. In the event of non-compliance with any limit
in the Technical Instructions applicable to radiation level or contamination, the
Company must ensure the shipper is informed if the non-compliance is identified
during transport; take immediate steps to mitigate the consequences of the non-
compliance; and communicate the non-compliance to the shipper and relevant
competent authority(ies), respectively, as soon as practicable and immediately
whenever an emergency situation has developed or is developing.
9.3.5 Use of the Dangerous Goods Kit

• Put on gloves and smoke hood;
• prepare two bags by rolling up the sides and placing them on the floor;
• place the item inside the first bag with the closure of the item, or the point from
which it is leaking from its container, at the top;
• clean leakage using the absorbent pad(s);
• put the used pads in the first bag;
• close the first bag while squeezing out the excess air;
• twist the open end of the first bag and use a binder to tie it sufficiently tight to
be secure but not so tight that pressure equalization cannot take place;
• pull off gloves and put them in the second bag;
• put this bag in the second bag;
• close the second bag with a binder in the same manner as that used for the
first bag;
• store the bags in the most aft lavatory (preferably in a emptied waste bin, and
stow it back to its original location);
• lock the lavatory door (check lavatory for the remainder of the flight).
9.3.6 Required actions after use Dangerous Goods Kit

• Full report to the commander;
• identify the nature and the location of stowage of the dangerous goods item to
the ground personnel;
• commander makes an appropriate entry in the ATL; and
9.3.7 Emergency Response Guidance

Emergency Response Drill codes (ERG Code) as found in the ICAO’s ‘Emergency
Response Guide for Aeroplanes Incidents Involving Dangerous Goods’ may be
added to the NOTOC. The code consists of a combination of letters and numbers
which represent responses to incidents involving the specific dangerous good entry
to which the drill code is assigned.
The ICAO Doc 9481 ‘Emergency Response Guide for Aeroplanes Incidents Involving
Dangerous Goods’ booklet is available on the flight deck.

Reporting procedures V10
The Chart of Drills and List of dangerous goods with Drill Reference Numbers can be
found in Section 4:
• table 4-1 contains Aeroplane Emergency Response Drills (pink page);
• table 4-2 contains Alphabetical List of Dangerous Goods with Drill Codes;
• table 4-3 contains Numerical List of Dangerous Goods with Drill Codes.
9.4 Reporting procedures

Any type of incident or accident shall be reported by the Company to the CAA of the
State of the Company and the State in which the incident or accident occurred,
irrespective of whether the dangerous goods are in cargo, mail, passenger baggage
or crew baggage.
A finding of undeclared or misdeclared dangerous goods in cargo, mail or baggage

shall also be reported in an SR.
The initial report to the Company from its personnel shall be made by means of an
‘Safety Report’ The Safety Manager of the Company shall file a Dangerous Goods
Occurrence Report based upon the Safety Report and shall dispatch this report
within 72 hours of the event to the State of the Company and the State in which this
incident or accident occurred unless exceptional circumstances prevent this. The
initial report may be made by any means but a written report shall be made as soon
as possible.
9.5 Duties of all personnel involved

The duties of all personnel involved are to ensure that:
• dangerous goods are correctly identified;
• the provisions concerning passengers and dangerous goods are complied
with;
• acceptance procedures for dangerous goods are carried out as required by
the IATA DGR;
• inspection procedures during the processing of dangerous goods for transport
are carried out as required by the IATA DGR;
• action is taken if packages of dangerous goods are found damaged or leaking
during processing for transport;
• dangerous goods are loaded, segregated, stowed and secured on an
aeroplane in accordance with the IATA DGR;
• written information is provided to the commander of an aeroplane about
dangerous goods loaded on board;
• if an in-flight emergency occurs and the situation permits, information is
passed to the appropriate ATS unit;
• if there is an aeroplane incident or accident, information is passed to the State
where the incident or accident occurred, as required by the IATA DGR;

Instructions on the carriage of Company
V10
employees
• if there is a dangerous goods incident or accident a report is made to the

appropriate Authority.
9.6 Instructions on the carriage of Company

employees
There is no restriction of the carriage of employees on an aeroplane carrying
dangerous goods which are permitted on a passenger aeroplane, providing the
requirements of the IATA DGR are complied with.
9.7 Carriage of weapons, munitions of war and

sporting weapons
There is no internationally agreed definition of sporting weapon or weapons /
munitions of war.
Sporting and hunting weapons are not considered as dangerous goods.
In general a sporting weapon may be any weapon which is not a weapon of war. An
antique weapon such as a musket may now be regarded as a sporting weapon. The
following firearms are generally regarded as being sporting weapons: weapons
designed for shooting game, birds and other animals; designed for target shooting,
clay pigeon shooting; air guns; dart guns, starting pistols; hunting knives; bows and
other similar articles.
Weapons of war or munitions of war are dangerous goods by definition (e.g.

torpedoes, bombs, etc.). Some States may have defined them for their particular
purposes or for national need and therefore it shall be checked whether or not a
particular weapon or munition is regarded as a weapon of war or munitions of war.
9.7.1 Weapons and 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 shall be carried
in the aeroplane in a place which is inaccessible to passengers during flight and, in
the case of firearms, or other weapons that can contain ammunition, unloaded.
9.7.2 Exceptions
In exceptional circumstances weapons of war and munitions of war 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. These
exceptional circumstances are intended primarily to permit the carriage of law
enforcement officers, protection officers, etc.

Carriage of weapons, munitions of war and
V10
sporting weapons
9.7.3 Commander
The commander shall be notified before a flight begins of the details and location on
board the aeroplane of any weapons of war or munitions of war by means of the
NOTOC.
9.7.4 Sporting weapons location

Sporting weapons and ammunition for such weapons may be carried by passengers
as checked baggage without the approval of the CAA, provided they are stowed in a
place on the aeroplane which is inaccessible to passengers during flight and, in the
case of firearms, unloaded. All reasonable measures shall be taken to ensure the
Company is made aware of the intended carriage of sporting weapons and
ammunition.
With the agreement of the CAA sporting weapons and ammunition may be carried
other than in an inaccessible location on an aeroplane if it has been accepted that it
is impracticable so to do, subject to any conditions stipulated by the Authority.
Ammunition for weapons is subject to the conditions set out in OM-A paragraph
9.1.5.7.

Carriage of weapons, munitions of war and
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sporting weapons

Security 04 Aug 2014
10 Security
Table of contents
10 Security .............................................................................................................. 1
Terms and definitions ............................................................................................ 3
10.0 ........................................................................................................................... 3
10.1 General........................................................................................................... 4
10.1.1 Applicable Law ...................................................................................... 4
10.1.2 Refusing passengers............................................................................. 4
10.1.3 Security issues ...................................................................................... 5
10.2 Access Control ............................................................................................... 5
10.2.1 Access to security restricted areas ....................................................... 5
10.2.2 Crew –and/or aerodrome identification card ......................................... 5
10.3 Aeroplane security ......................................................................................... 5
10.3.1 When to perform an aeroplane security search .................................... 5
10.3.2 How to perform an aeroplane security search ...................................... 6
10.3.3 Aeroplane security search with passengers on board ......................... 6
10.3.4 When to perform head counting of passengers on board.................... 7
10.3.5 Information on the aeroplane security search ....................................... 7
10.4 Protection of aeroplane .................................................................................. 7
10.4.1 General .................................................................................................. 7
10.4.2 Additional protection of aeroplane with closed external doors in a part
other than a critical part ......................................................................................... 8
10.4.3 When to apply seals to the aeroplane ................................................... 8
10.4.4 Aeroplane sealing procedure ................................................................ 8
10.4.5 Aeroplane access control ...................................................................... 9
10.5 Passengers and cabin baggage .................................................................... 9
10.5.1 Prohibited items ..................................................................................... 9
10.5.2 When a prohibited item is found.......................................................... 10
10.5.3 Zero tolerance towards unruly passengers ......................................... 10
10.5.4 Levels of threat .................................................................................... 11
10.5.5 Guidelines for crew dealing with unruly passengers ........................... 12
10.5.6 Notice of Violation ............................................................................... 12
10.5.7 De-escalating measures against unruly behaviour ............................. 12
10.5.8 Restraining passengers ...................................................................... 13
10.5.9 Report to the police or pressing charges ............................................ 14
10.5.10 DEPO, INAD and persons in lawful custody ....................................... 14
10.6 Hold baggage ............................................................................................... 15
10.6.1 Unaccompanied baggage ................................................................... 15
10.6.2 Appropriate security controls for unaccompanied baggage................ 15
10.6.3 Factors beyond the passenger’s control ............................................. 15
10.6.4 Physical hold baggage identification procedure ................................. 16
10.7 In-flight security measures ........................................................................... 16

10.7.1 Flight deck security.............................................................................. 16

10.7.2 Flight deck access system .................................................................. 16
10.7.3 Monitoring forward galley .................................................................... 17
10.7.4 Procedure to enter the flight deck ....................................................... 17
10.7.5 Leaving the flight deck......................................................................... 17
10.7.6 Flight deck access – permitted persons .............................................. 17
10.7.7 Flight deck visit .................................................................................... 17
10.7.8 Non-normal procedures for entering the flight deck ............................ 17
10.7.9 Flight deck door electrical lock failure ................................................. 18
10.7.10 Additional security measures .............................................................. 18
10.8 Bomb threat .................................................................................................. 18
10.8.1 Precautionary Measures ..................................................................... 18
10.8.2 Rapid disembarkation.......................................................................... 19
10.8.3 Emergency evacuation ........................................................................ 19
10.8.4 In-flight bomb threat ............................................................................ 19
10.8.5 Dealing with suspect package............................................................. 19
10.8.6 Building the least risk bomb location ................................................... 20
10.9 Hijack............................................................................................................ 23
10.9.1 Policy ................................................................................................... 23
10.9.2 Cabin under threat – flight deck access .............................................. 23
10.9.3 Types of Hijackers ............................................................................... 23
10.9.4 Guidelines during hijacking ................................................................. 24
10.9.5 Behaviour guidelines during hijacking ................................................. 24
10.9.6 Advised attitude towards the hijackers ................................................ 26
10.9.7 During flight ......................................................................................... 27
10.9.8 Communication with the outside world ............................................... 28
10.9.9 Upon landing ....................................................................................... 29
10.9.10 After landing / on ground ..................................................................... 29
10.9.11 Strategy ............................................................................................... 30
10.9.12 Catering ............................................................................................... 31
10.9.13 Passengers comfort and morale ......................................................... 32
10.10 Crew security ............................................................................................ 32
10.11 Flights with additional security measures................................................. 32
10.11.1 Flights to and from the United States .................................................. 32
10.11.2 Flights to Israel .................................................................................... 34

Terms and definitions V10
10.0 Terms and definitions

Deportee
Deportee (DEPO) is a person who had legally been admitted to a Member State by
its authorities or who had entered a Member State illegally, and who at some later
time is formally ordered by the Authorities to leave that Member State.
• DEPA is a deportee accompanied by an escort
• DEPU is a deportee unaccompanied by an escort
The deporting State is responsible for the transportation of deportees.
Inadmissible passenger
Inadmissible passenger (INAD) is a person whose entry to a Member State is refused
by the competent authorities and who are being transported back to their country of
departure, or to any other country where the persons are admissible.
• ANAD is an inadmissible passenger accompanied by an escort
• UNAD is an inadmissible passenger unaccompanied by an escort
The airline is responsible for the transportation of and is financial liable for
inadmissible passengers.
Persons in lawful custody

Persons either under arrest or convicted by courts of law who have to be transported
to another State for legal reasons. The competent authority shall ensure that persons
in lawful custody are always escorted.
Aeroplane security search

Aeroplane security search means an inspection of the interior and accessible exterior
of the aeroplane in order to detect prohibited articles and unlawful interferences that
jeopardise the security of the aeroplane.
Security restricted areas (SRA)

The following applies for EU aerodromes. SRA means that area of airside where, in
addition to access being restricted, other aviation security standards are applied.
Security restricted areas - critical parts (SRA-CP)

The following applies for EU aerodromes. SRA-CP means that:
• all parts of an aerodrome to which screened departing passengers have
access; and
• all parts of an aerodrome through which screened departing hold baggage
may pass or in which it may be held, unless it concerns secured baggage.
Within the UK:
• all parts of an aerodrome designated for the loading and unloading of
passengers and baggage.
A part of an aerodrome shall be regarded as a critical part at least for the period of
time that the activities referred to are taking place.

General V10
All parking positions within the EU are within the SRA-CP, unless informed otherwise
by the company or local aerodrome authority, or other contracted service providers.
Abbreviations
ABP Able Bodied Person
ANAD Accompanied Inadmissible
DEPA Accompanied Deportee
DEPO Deportee
DEPU Unaccompanied Deportee
EU European Union
FDAS Flight Deck Access System
GOC Group Operations Centre
INAD Inadmissible
SR Safety Report
PDR Passenger Disturbance Report
LRBL Least Risk Bomb Location
SRA Security Restricted Area
SRA-CP Security Restricted Area – Critical Part
UNAD Unaccompanied Inadmissible
10.1 General
10.1.1 Applicable Law

EU regulation no. 965/2012 (EASA-OPS), 300/2008 and 185/2010 is applicable to
Jetairfly.
Depending on the State of registration the following respective national laws, among
others, apply: penal code, opium code and aviation act.
10.1.2 Refusing passengers

With regards to the conditions of carriage, the commander shall refuse or remove any
passenger and his cabin and/or hold baggage on board a flight when, among others,
he decides that:
• such action is necessary in the interests of safety of the aeroplane, crew and
passengers; or
• such action is necessary to prevent violation of laws, regulations or decrees of
any country to be flown from, into or over; or
• the conduct, behaviour or neglect of appearance of a passenger make him
objectionable to other passengers; or

Access Control V10
• the age or mental or physical condition of the passenger is such as to require

special assistance which could not be provided during flight; or
• the passenger has refused to submit himself to security screening.
Note: The conditions of carriage also apply for INAD, DEPO and persons in lawful
custody.
10.1.3 Security issues

Complete a safety report (SR) when security issues arise that could have a
safety/security impact on the working environment.
For operational security matters contact the appropriate company operations

department.
10.2 Access Control
10.2.1 Access to security restricted areas

Access to security restricted areas may only be granted if persons and vehicles have
a legitimate reason to be there.
10.2.2 Crew –and/or aerodrome identification card

The crew –and/or aerodrome identification card shall be worn in a visible place at
least whenever the holder is in security restricted areas. A person who is not
displaying his card in security restricted areas other than those areas where
passengers are present shall be challenged and as appropriate be reported.
Immediately inform the issuing appropriate company department, when the crew
identification card is lost or stolen.
Immediately inform the issuing appropriate aerodrome authority, when the aerodrome
identification card is lost or stolen.
10.3 Aeroplane security
10.3.1 When to perform an aeroplane security search

An aeroplane shall at all times be subjected to an aeroplane security search
whenever there is reason to believe that unauthorised persons may have had access
to it.
An aeroplane shall at all times be subjected to an aeroplane security search when

instructed by the company security department.

Aeroplane security V10
Within the EU:

• Flights to and from the UK are always subject to an aeroplane security search;
or
• when the aeroplane was out of SRA-CP and after entering SRA-CP; or
• aeroplane was in transit having arrived from a non EU country, excluding the
United States.
Outside the EU:

• Always perform an aeroplane security search.
10.3.2 How to perform an aeroplane security search

An aeroplane security search shall consist of an examination by the crew, of the
following areas, when they are accessible without the use of tools, keys, stairs or
other aids, and without breaking seals:
• overhead bins;
• cupboards and storage compartments, including crew storage areas;
• toilet compartments;
• galley areas;
• seat pockets;
• areas under seats, between seats and between the seat and the wall;
• flight deck, if left unattended;
• aeroplane hold;
• items contained within the hold;
• aeroplane service panels and service hatches;
• wheel wells; and
• 10% of lifejacket pouches.
The examination of the areas shall be done by a hand search. A visual check may be
used as an alternative method for the examination of those areas that are empty.
Where an aeroplane is in a part other than a critical part, the aeroplane security
search may be performed whilst contracted service providers are on board the
aeroplane provided that contracted service providers and their items carried are
under supervision.
The Security Search checklist should be used for the purpose of an aeroplane
security search.
10.3.3 Aeroplane security search with passengers on

board
An aeroplane search with passengers on board shall be performed.

Protection of aeroplane V10
Within the EU
• When an aeroplane arrives from a third country, excluding the United States,
and one or more passengers disembark the aeroplane.
• When an aeroplane arrives form an EU location after having arrived from a
third country and one or more passengers disembark the aeroplane.
Outside the EU
• When an aeroplane is in transit and one or more passengers disembark.
The following procedure applies if the above conditions are met:

• The passengers are in possession of their cabin baggage (on their laps) when
the examination is performed; and
• The passengers are under supervision in order to prevent movement through
the aeroplane when the search is performed; and
• It has been verified that no articles were left in overhead bins and seat pockets
by the disembarking passengers; and
• A count of all transit passengers remaining on board is undertaken.
10.3.4 When to perform head counting of passengers on

board
The SCCM is responsible for the head counting procedure and reporting to the
commander. Head counting of the number of passengers on board is mandatory
whenever there is reason to believe the number provided by the contracted service
provider does not correspond with the figures on the loadsheet.
10.3.5 Information on the aeroplane security search

The following information on the aeroplane security search of a departing flight shall
be recorded by the commander and kept at the departing station:
• origin of the previous flight; and
• route; and
• flight number; and
• aeroplane registration; and
• date and time that the aeroplane security search was completed; and
• the name (in block letters) and signature of the commander.
Refer to OM part A – appendices A.10.14
10.4 Protection of aeroplane
10.4.1 General
Regardless of where an aeroplane is parked at an aerodrome, it shall be protected
against unauthorised access by:

Protection of aeroplane V10
• ensuring that persons seeking to gain unauthorised access are challenged

promptly; or
• having its external doors closed when the aeroplane becomes unattended.
Where the aeroplane is in a critical part, external doors that are not accessible
by a person from the ground shall be considered closed if access aids have
been removed and placed sufficiently far from the aeroplane as to reasonably
prevent access by person.
These measures shall not apply to an aeroplane parked in a hangar that is locked or
otherwise protected from unauthorised access.
10.4.2 Additional protection of aeroplane with closed

external doors in a part other than a critical part
Where external doors are closed and the aeroplane is in a part other than a critical
part, each external door shall also:
• have access aids removed (shall not apply for a door that is accessible from
the ground by a person); or
• be sealed; or
• be monitored.
Where access aids are removed for doors that are not accessible by a person from
the ground, they shall be placed sufficiently far from the aeroplane as to reasonably
prevent access.
10.4.3 When to apply seals to the aeroplane

Unless advised otherwise by the appropriate company security department, an
aeroplane with closed external doors shall be sealed when there is no attendance
overseer in or near the aeroplane (see 10.4.4 for more information) and;
• is in a part other than a SRA-CP (within the EU); or

• aerodromes outside the EU and the aeroplane is left unattended.
10.4.4 Aeroplane sealing procedure

For the purpose of this section external doors means: all cabin entry doors, cargo
hold doors and the avionics bay access doors. The commander shall ensure the
aeroplane is sealed. Sealing can also be done by a contracted service provider.
When external doors are sealed:
• he seals shall be tamper-evident, individually numbered and controlled; and

• seal numbers shall be recorded and kept at the departing station at the
contracted service provider; and

Passengers and cabin baggage V10
• prior to accessing the aeroplane, the seals and seal numbers shall be
inspected for signs of tampering. If tampering is detected or suspected; the
relevant parts of the aeroplane shall be subjected to an aeroplane security
search before boarding or loading and;
• inform the local authorities and GOC for further possible actions, when
unauthorised access to the aeroplane is suspected and the seal has been
tampered with.
When external doors are sealed and the aeroplane is then moved into a critical part,
these requirements shall also apply in the critical part.
10.4.5 Aeroplane access control

The objective of this procedure is to ensure the aeroplane is protected against
unauthorized access at all times. Any crew member or contract service provider has
a duty to promptly challenge any person seeking access to any part of the aeroplane.
From the time an aeroplane first has a hatch or door opened, it must be attended
until such time as it departs, or is again made secure. When a crew member or
contract service provider leaves the aeroplane for any reason, he/she must hand
over the role to another authorised crew member or contract service provider. The
following persons are allowed to challenge any person attempting to access the
aeroplane and check their IDs:
• Any TUI airlines flight –and cabin crew;
• other operational TUI staff;
• TUI airlines or contracted engineer; or
• contracted service provider.
Non-EU catering staff and cleaning staff may not perform this duty. Catering staff are
authorised to service an otherwise unattended, secure aeroplane without any crew
members or other contract services providers being present, provided they use hi-lift
equipment to access the aeroplane from the outside using service doors and not
passenger doors.
Crew members or contract service providers must be present, either anywhere on

board, or on the apron within the footprint of the aeroplane. The footprint is the
ground area immediately around an individual aeroplane profile from wingtip to
wingtip and nose to tail.
10.5 Passengers and cabin baggage
10.5.1 Prohibited items

Passengers shall not be permitted to carry on board an aeroplane the following
prohibited articles:
• guns, firearms and other devices that discharge projectiles; or
• stunning devices; or

• objects with a sharp point or sharp edge; or

• workmen’s tools; or
• blunt instruments; or
• explosives and incendiary substances and devices; or
• any other object, tool or device capable of beings used either to cause serious
injury or to threaten the aeroplane safety.
10.5.2 When a prohibited item is found
On ground
Remove any prohibited item from the aeroplane prior to departure.
If an explosive or incendiary substance or device is found:

• leave the aeroplane;
• contact the local authorities;
• initiate rapid disembarkation or emergency evacuation at commander’s
discretion if passengers and/or service personnel are on board; and
• contact the company operations department and report the situation.
In-flight
For the duration of the flight confiscate the prohibited item and store it in a secure
location (sealed or locked) in the galley but not on the flight deck. After landing
handover the prohibited item to the local authority.
If an explosive or incendiary substance or device is found follow the bomb threat

LRBL procedure at commander’s discretion.
10.5.3 Zero tolerance towards unruly passengers

We have a zero tolerance policy towards any unruly behaviour. No unruly behaviour
is acceptable and appropriate measures will be taken to counter the level of
aggression. The primary objective is to ensure the safety of all personnel and
passengers involved.
The following measures shall be taken to empower the zero tolerance policy;
• we will not allow any physical, verbal assault or sexual harassment by

passengers on our crew whilst they are on duty and/or on board our
aeroplane;
• we do not permit a passenger to board our aeroplane where there are
reasonable grounds to believe the person’s abilities are impaired by alcohol to
an extent that they will present a hazard to the aeroplane, to persons on board
both passengers or crew or himself;
• all flights are non-smoking flights. Smoking is not permitted at any place or at
any time on board our aeroplane. This also applies to artificial cigarettes;

• passengers showing signs of unacceptable unruly behaviour during boarding

shall be denied boarding in the interests of flight safety;
• as per national law, the commander and cabin crew (as witnesses) can press
charges against any unacceptable unruly passenger or report any
unacceptable unruly behaviour at the operating base and/or if possible also to
the responsible authorities;
• any unruly event should be reported to the appropriate company security
department by means of the passenger disturbance report (PDR) and should
include: the event, all available passenger information (at least first and last
name, gender, date of birth (preferably passport and/or booking number) and
exact wording of threats) and any actions taken;
• when necessary, the commander shall invoke the powers of the Tokyo
convention in order to ensure flight safety, and
• we will encourage the local competent authorities to prosecute unruly
passengers, especially where there have been assaults on our employees.
10.5.4 Levels of threat

The levels of threat are as follows:
Level 1 – Disruptive behaviour (verbal);

Level 2 – Physically abusive behaviour;
Level 3 – Life-threatening behaviour (or display of a weapon);
Level 4 – Attempted or actual breach of the flight deck.

10.5.5 Guidelines for crew dealing with unruly

passengers
10.5.6 Notice of Violation

The Notice of Violation is intended to prevent escalation of an incident involving
unruly behaviour. The use of the Notice of Violation is left to the discretion of the
commander in concert with the SCCM.
Refer to OM part A – appendices A.10.12
10.5.7 De-escalating measures against unruly behaviour

Depending on the unruly behaviour the following measures can be taken against
unruly behaviour in order to de-escalate the situation:

• deny boarding;
• Issue a verbal warning;
• Issue a ‘Notice of Violation’;
• Restraining;
• Diversion to a suitable aerodrome.
10.5.8 Restraining passengers

Crew members shall act by the principle ‘It’s better to resolve a problem by landing
than to have to apply restraints’. Meaning that, crew members need to attempt to
diffuse a critical situation until it becomes clear that there is no way to resolve it
verbally.
Applying restraints
Applying restraints such as: any form of physical, shall be used when all conciliatory
approaches have been exhausted.
Securing the restraints to a combative, agitated and violent passenger can be

difficult. The use of an ABP can assist cabin crew in restraining the passenger(s). It
should be made clear by the cabin crew that they are to remain in charge and that
ABPs should only act according to the directives provided by CCMs and to a lesser
extent the FCMs no matter what their profession is or their rank. Cabin crew should
never relinquish control of the cabin to either perpetrators or ABPs.
When asking for ABP help, cabin crew must be firm and exhort authority. CCMs
need to be aware that since 11 September 2001, passengers have shown that they
are willing to assist crew members. However, cabin crew should control the amount
of force used by ABPs in order to restrain or subdue a perpetrator and make sure it is
not excessive.
Applying mechanical restraints

CCMs should ask for the commander’s approval before applying mechanical
restraints from the restraint kit, unless the CCM has reasonable grounds to believe
that such action is immediately necessary to protect the safety of the aeroplane.
Once mechanical restraints have been used, they shall remain on the passenger for
the duration of the flight even if he promises good behaviour, unless the commander
authorizes the removal of the mechanical restraints.
In no case, a person will be handcuffed to the aeroplane or any other fixed object
during landing, as this might hinder passenger evacuation.

10.5.9 Report to the police or pressing charges

It is recommended that crew prepare a PDR in writing during the flight. When
reporting the incident to the police or pressing charges this can serve as back-up.
Crew should use the appropriate company address when pressing charges.
The company or individual crew members can press charges against passengers for
any type of unruly behaviour, if possible at outstations and preferable at the operating
base.
Send a PDR and a copy of the report made at the police station to the appropriate
company security department.
10.5.10 DEPO, INAD and persons in lawful custody

The commander shall be notified in advance of the transportation of deportees,
inadmissible passengers and persons in lawful custody.
Travel documents of INAD

An immigration officer will escort the INAD to the aeroplane in order to ensure their
departure. Any travel document that has been confiscated from the INAD by the
authorities shall be handed over to the SCCM prior departure.
Travel documents shall remain in custody of the SCCM during the flight.
Exemption: The travel document may remain with the INAD, if the INAD has a valid
travel document and has been refused entry due to certain circumstances indicated
by the local authorities.
After the flight, the SCCM shall hand over the travel document to (in sequence of
order):
1.The next crew if the INAD remains on board (if applicable); or
2.Airline staff, the handling agent; or
3.The local authority.
Safety measures on board

INAD, DEPO and persons in lawful custody will be brought on board before all other
passengers and:
• will be seated in economy class, preferably at the rear of the aeroplane, unless
otherwise decided in agreement with the commander;
• should not be seated next to any exit door or in any aisle seat;
• should not receive any metallic cutlery or glass crockery;
• will not receive hot nor alcoholic beverages including their escorts;
• in no case will a person will be handcuffed to the aeroplane or any other fixed
object.

Hold baggage V10
• the commander may give orders to apply handcuffs if deemed necessary for
the safe operation of the flight;
• additional restraining devices may be used for ANAD and DEPA, if deemed
necessary by the escorts.
Number of INAD, DEPO and persons in custody on board
Aeroplane Maximum number of INAD, DEPO and

type persons in lawful custody
E-190 2
B737 2
B757 3
B767 4
B787 4
In particular cases the maximum number can be exceeded after approval from the
appropriate company security department. Persons in lawful custody on board are
only allowed after approval from the security department.
Refusing INAD, DEPO or persons in lawful custody

The commander is responsible for the safety of the flight at all times and therefore
may refuse a INAD, DEPO or persons in custody. The reason for the refusal must be
reported via an SR.
10.6 Hold baggage
10.6.1 Unaccompanied baggage

If the passenger is not on board the aeroplane, the hold baggage corresponding to
his boarding card or equivalent shall be considered as unaccompanied.
10.6.2 Appropriate security controls for unaccompanied

baggage
Hold baggage that becomes unaccompanied baggage due to factors other than
those mentioned in 10.6.3 (Factors beyond the passenger’s control) shall be:
• rescreened as unaccompanied baggage; or
• rejected; or
• risk assessed (between commander and appropriate company operations and
/ or security department).
10.6.3 Factors beyond the passenger’s control

For the purpose of the transport of unaccompanied hold baggage, the following may
be considered as factors beyond the passenger’s control:

In-flight security measures V10
• the passenger was denied boarding and he did not volunteer to give up his
seat; or
• the passenger was re-routed onto another flight and it was not at his request;
or
• the baggage failed to transfer between two flights due to unforeseen reasons
causing it to miss the departing flight. Only if the passenger did travel on the
flight on which he was checked-in; or
• there was a malfunction of the baggage system, causing the baggage to miss
the departing flight; or
• the baggage was loaded onto an aeroplane other than that for which it was
checked-in. Only if the passenger did travel on the flight on which he was
checked-in.
10.6.4 Physical hold baggage identification procedure

When unaccompanied hold baggage is suspected to be on board and not found by
the contracted service provider, the commander shall ensure that the full ‘physical
hold baggage identification’ procedure is conducted.
When it is considered necessary to conduct ‘passenger and physical hold baggage
identification’, the
following procedures must be adopted:
1 A CCM shall be positioned at the top at the passenger entry door and a
ground staff member at the bottom of each stair to direct passengers to / from
hold baggage check;
2 A maximum of 10 passengers will be allowed outside the aeroplane at the
same time;
3 Under no circumstances should the hold baggage be taken on board the
aeroplane. The hold baggage shall be identified outside the aeroplane;
4 Hold baggage that is not identified shall be left behind and handed over to the
handling agent.
10.7 In-flight security measures
10.7.1 Flight deck security

Any person entering the emergency access code on the numeric key pad shall be
denied entry to the flight deck.
10.7.2 Flight deck access system

When passengers are on board, the FDAS shall be activated before engine start. The
FDAS will be activated by the SCCM and the flight deck door will be closed and
locked.
The FDAS must remain engaged at all times until the aeroplane has reached the
parking position and both engines have been shut down.

In-flight security measures V10
10.7.3 Monitoring forward galley

The following procedure applies for monitoring the forward galley area, which shall
serve as ‘buffer zone’ to the flight deck:
• If a CCM is in the forward galley area, the curtain, if installed, must be closed;
and
• Passengers are not allowed to wait within the galley area for lavatory visits;
and
• During cabin service, the curtain, if installed, must be open to allow monitoring
of the flight deck door area by CCMs.
10.7.4 Procedure to enter the flight deck

Only operating crew will request access to the flight deck. Upon request:
• If installed, close the curtain; and
• check forward galley and lavatory areas are unoccupied; and
• request access via an interphone call to flight deck, stating the reason for
entrance; and
• check forward galley area via the CCTV on all available cameras and/or
spyhole; and
• stand back in front of camera to allow visual check via the CCTV and/or spy
hole; and
• enter the flight deck and close door immediately.
10.7.5 Leaving the flight deck

Before leaving the flight deck, check the forward galley area is clear via the CCTV on
all available cameras and/or spy hole.
10.7.6 Flight deck access – permitted persons

Refer to OM part A 8.3.12 Admission to flight deck
10.7.7 Flight deck visit

Refer to OM part A 8.3.12 Admission to flight deck
10.7.8 Non-normal procedures for entering the flight

deck
When flight crew does not respond to any call:
• Emergency access enter code on numeric key pad;
• wait until the door unlocks;
• enter the flight deck and close the door immediately.

Bomb threat V10
At commander’s discretion, the flight deck door may be left temporarily unlocked
during a non-normal or emergency procedure, if required to enhance safety and crew
communication. Also in case of an inoperative PA system, the commander may
deviate from this procedure.
10.7.9 Flight deck door electrical lock failure

If the flight deck lock fails the crew shall use the dead bolt in the ’locked key
inoperable’ position to lock the door.
Flight deck access and the operation policy using the deadbolt will be similar to the
procedures using the electrical lock.
Refer to MEL/DDG for further.
10.7.10 Additional security measures

On certain flights, air marshals could be on board as an additional security measure.
The commander shall be notified in advance by the company security department.
10.8 Bomb threat

Any kind of bomb threat will be one of the following:
• threat against the company in general;
• threat against an aeroplane of the company on ground; and
• threat against an aeroplane in flight.
Because it is practically impossible to determine if a dangerous situation really exists

or if it is only an hoax, every bomb threat must be taken seriously.
ACTION: Immediately report any bomb threat to the appropriate company operations
department for assessment.
10.8.1 Precautionary Measures

Depending on the assessment by the appropriate airline operations department or
the commander some of the following precautionary measures can be followed:
• Follow the passenger and baggage identification procedure;
• Reject all cargo and mail for the concerned flight;
• A very careful comparison of the passengers manifest and slips of the
boarding passes;
• Inspect the complete catering set;
• Refuse last-minute changes unless inspected;
• When the tax free goods purchased by passengers are delivered at the
aeroplane site, such package must be inspected before loading;
• Packaging of newspapers and magazines must be opened before loading.

Bomb threat V10
• Rapid disembarkation
• Emergency evacuation
• Do a complete bomb search (performed by authority and/or crew)
Refer to the Bomb Search checklist.
10.8.2 Rapid disembarkation

If required, perform rapid disembarkation without alerting the passengers to the
presence of a bomb threat as this may cause panic and hinder disembarkation.
Condition: A bomb search shall be performed before departure by either the crew
and/or authorities, depending on the location.
10.8.3 Emergency evacuation

If required, perform emergency evacuation. The Crew will take the megaphones to
assemble the passengers at least 200m upwind of the aeroplane.
Condition: A bomb search shall be performed before departure by either the crew
and/or authorities, depending on the location.
10.8.4 In-flight bomb threat

When the crew receives information in flight that there may be a bomb on board and
the place where the bomb is stowed is unknown, the Commander must decide
whether a bomb search according to the ‘Bomb Search Checklist' is possible in the
remaining flight time and if the passengers should be informed.
Report any bomb threat to the appropriate airline operations department for
assessment.
Depending on the assessment in cooperation with the operations department,

consider diversion.
10.8.5 Dealing with suspect package

In all cases suspect package must be presumed to be potentially dangerous.
Don´t cut any string or tape which under tension

Don´t open suspected container
Don´t disconnect or cut any wire or electrical connection

Bomb threat V10
10.8.6 Building the least risk bomb location

1. If possible, DESCEND, as soon as possible to reduce ∆P to 1 PSI. LAND,
TAXI to REMOTE SITE and Deplane. SECURE/RESTOW portable electronic
devices. PERFORM ARRIVAL ACTIONS #3, #4, #5, #18 & #19.
Note: It takes ~ 30 minutes to construct the LRBL stack on the A/C using steps 2
to 19 below.
2. If unable to land in ≤ 30 minutes, DESEND to ATTAIN ∆P of ≤ 1 PSI,

MAINTAINING existing cabin pressure altitude until device is at LRBL.
Note: It is important that ∆P between the cabin and exterior is reduced without
altering cabin pressure altitude before moving the device to the LRBL, thereby
reducing risk to the airframe.
3. CONTACT ATC and or the appropriate operations department and REQUEST

ASSISTANCE.
4. CONSIDER A/C capabilities/range to suitable aerodrome, CONFIGURE A/C

to land and MINIMIZE MANEUVERING (Situation may prevent this).
5. MOVE PAX ≥ 4rows away from suspect device location. In A/C with cabins or
crew rest areas over or under a suspect device location, VACATE those areas
also. ENSURE seat belts fastened, and that seat backs/tray tables are upright.
SECURE & STOW portable electronic devices.
Note: On full flights may need to double up PAX.
WARNING: MOVE SUSPECT DEVICES ONLY TO LRBL SITE, USING

PROPER LRBL PROCEDURES IN STEPS BELOW (OR IN A/C FLIGHT
OPERATIONS MANUAL).
CAUTION: IF DEVICE CANNOT BE MOVED TO THE LRBL, PLACING

MATERIALS AROUND THE DEVICE MAY BE BENEFICIAL. CONSULT WITH
THE DUTY EXPLOSIVES SECURITY SPECIALIST VIA THE COMPANY
OPERATIONS DEPARTMENT.
6. VERIFY the designated LRBL for your aeroplane from the FOM. PERFORM
the LRBL procedures.

Bomb threat V10
WARNINGS:
• ALTERNATE LOCATIONS MUST NOT BE USED.
• NEVER TAKE A SUSPECT DEVICE TO THE FLIGHT DECK.
• Booby-trapped devices have been encountered on A/C in the past.
• DO NOT CUT/DISCONNECT WIRES.
• DO NOT OPEN/ATTEMPT ENTRY INTO CLOSED/CONCEALED
DEVICES.
7. SLIDE a stiff, thin card, (such as the emergency information card), underneath
the suspect device. If there is no resistance under the device, leave the card in
place.
CAUTION: In the unlikely event that the card cannot be slipped under the device,
it may indicate that an anti-lift switch is present and that the device cannot be
moved.
Notes:
• An anti-lift activated device has never been reported on board an
aeroplane in flight.
• If the device cannot be moved to the LRBL, consult with the appropriate
operations department See step 3 for contact information. An alternate
procedure might be advisable.
8. If compressed gas cylinders are close to LRBL and are easy to move,
REMOVE and STOW elsewhere. If applicable, DISABLE nonessential galley
equipment (breaker) in vicinity of LRBL.
9. PREPARE LRBL base BEFORE moving the suspect device. CONSTRUCT a

platform of baggage from the door out to the aisle, to a height of 10 inches (25
cm) below where the device will be placed. Stack 10 inches (25 cm) of wetted
blankets/clothing. Place a sheet of plastic (plastic trash bag) atop wetted material.
Caution: Do not omit the plastic sheet, suspect device could short and actuate if
wet.
10. POSITION a “Suspect Device Location Indicator Line” from the point on the
LRBL base where the suspect device will go, EXTENDING out to the aisle.
WARNING: DO NOT TIE OR ATTACH THIS LINE TO DEVICE.

Notes:
•
Use neckties, headsets, or belts, to make a 6 – 8 foot line to aid bomb
squad in relocating device within LRBL stack.
11. If the device can be MOVED, DO SO in the position found to the LRBL base
with card in place beneath it. STABILIZE it on top of the plastic sheet above the
10 inches of wetted materials and CENTERED against the inside surface of the
door.

Bomb threat V10
Note: Very sensitive vibratory-activated devices are not likely on A/C in flight.
Less sensitive types requiring a ~ 90° attitude change have been seen in the past.
Keep device in attitude found during the move to reduce chance of accidental
detonation.
12. Position device in attitude found, as close to the centre of the door as
possible. Measure side-to-side and top-to-bottom on LRBL base and PLACE
another layer of plastic over the suspect device
WARNING: ENSURE DEVICE IS NEAR LRBL DOOR CENTER ON A

PROPERLY CONSTRUCTED LRBL BASE. PLACING ON CABIN FLOOR WILL
SIGNIFICANTLY INCREASE RISK.
CAUTION: ENSURE DEVICE IS PLACED ABOVE SLIDE PACK BUT NOT

AGAINST DOOR HANDLE. IF PASSIBLE, AVOID VIEW PORT.
CAUTION: DO NOT OMIT PLASTIC SHEET. SUSPECT DEVICE COULD

SHORT AND ACTUATE IF IT GETS WET.
13. SATURATE blankets with water and CAREFULLY PACK at least 10 inches
(25 cm) of wetted material around and on top of the suspect device.
14. ARRANGE luggage and materials in a manner to prevent excessive weight

directly on the device, and FILL the area above the device with seat cushions up
to the cabin ceiling and out to the aisle.
15. SECURE the LRBL stack in place using seat belts, headsets, ties, or other
appropriate materials.
16. MOVE all PAX ≥ 4 rows from the LRBL. In A/C where LRBL is under or over
other cabin or crew rest areas, VACATE those areas also. MAINTAIN seat backs
upright with tray tables/ Personal Electronic Devices properly secured/stowed.
Note: On full flights, doubling up PAX may be necessary.
17. Cabin crews NOTIFY the flight deck when the device is secured in the LRBL.
18. Once the device is secured in the LRBL, CONTINUE DESENT and prepare
for APPROACH and LANDING. TAXI to a REMOTE SITE and DEPLANE PAX
ASAP through exists that maximize distance from device.
WARNING: DO NOT TAXI TO THE TERMINAL WITH A SUSPECT DEVICE ON

BOARD!
Note: Disarming door directly across from the LRBL, enables the response team
access from outside if needed.

Hijack V10
19. ADVISE the tower to inform responders on the LRBL, device and
recommended A/C access points.
10.9 Hijack
10.9.1 Policy
It is TUI policy that in any hijack situation, the safety of persons on the ground,
passengers, crew and aeroplane – in this order - shall have priority over every other
consideration.
Keep the flight deck door closed and locked as long as possible. Take measures in
order to land as soon as possible before assessing the intentions of the hijacker(s)
and the situation in the cabin.
10.9.2 Cabin under threat – flight deck access

The crew shall request access via normal interphone call to the flight deck, stating
the reason for entrance using the phrase ‘Commander can you open the door
please’. This will indicate to the flight crew that the cabin crew is under threat.
The flight crew will activate the deadbolt (locked key inoperable position).
10.9.3 Types of Hijackers

There are generally 5 types of hijackers:
1 Criminals: Often use hijacking to extort money, to demand the release of
prisoners, to escape justice and to avoid extradition. In almost all
circumstances they are well armed and are very determined;
2 Refugees: Are usually escaping from repressive regimes. Mostly they value
their own lives and respect the lives of others;
3 Mentally disturbed: Are usually manic-depressives that wish to seek publicity
or act on alleged ‘divine’ commands. They are extremely dangerous and have
to be handled with great care;
4 Terrorists: Are generally well organised, armed and trained. They usually have
an aim of political or religious significance, which, depending on the degree of
fanaticism of the group involved, they will aggressively pursue until their aim is
realised or the incident is terminated, even by taking over the physical control
of the aeroplane. Bear in mind that the authorities in the State to which they
have ordered the commander to convey them may actively assist these
hijackers;
5 Suicidal Terrorists: May care little for their own personal safety or could even
be ready to lose their own lives in the act. Their objective might even be to
take over full ‘actual’ control of the aeroplane in order to use the aeroplane as

Hijack V10
a deadly weapon itself. They might actually kill or maim passengers and /or
crew in the process.
10.9.4 Guidelines during hijacking

Adjust and adapt your thinking to the situation at hand.
Flight deck
• Keep the flight deck door closed and locked as long as possible
Cabin
• Keep the cabin as clean and tidy as possible
• Consider switching off the flight tracking system
Cabin doors
• A door handle shall be left in the fully open or fully closed position not in an
intermediate position.
When parked on the ground, it is advisable to DISARM the slides.
10.9.5 Behaviour guidelines during hijacking

There may be one or more hijackers. For ease of reading, the text below is based on
one hijacker. Obviously the same principles and guidelines apply if there is more than
one hijacker.
Generally a hijack situation consists of three phases.

Phase 1: the hijacker tries to take control over a certain area in the aeroplane.
Phase 2: the hijacker tries to take control over the complete aeroplane.
Phase 3: the hijacker tries to take control over an external party.
Phase 1: the hijacker tries to take control over a certain area

The hijacker can make himself known in different ways, verbally or in writing.
However, to get immediate control, the hijacker will general intimidate cabin crew and
passengers. Even violence could be used. In this stage the stress level of the
hijacker, crew and passengers is at its highest.
When confronted with such a situation, the human bod will first react emotionally
rather than rationally. However, the most important task of the cabin crew is to
prevent escalation of the situation. This can be achieved by actin rationally.
Therefore, it is advised to do to following:
• ask the hijacker not to use any violence;
• tell the hijacker that you will cooperate;
• ask the hijacker what he wants.
The consequences of your behaviour can be:

• the hijacker does not need to use violence to take control of a certain area;
• prevention of escalation;
• less stress for the hijacker, crew and passengers;
• strengthening your own position;

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• the hijacker stays in control.
Phase 2: the hijacker tries to take control over the complete aeroplane
After the hijacker controls a certain area of the aeroplane, he will try to control the
complete aeroplane. To achieve this, the hijacker will general try to gain access to
the flight deck. The hijacker will verbally intimidate cabin crew and passengers to
gain control over the flight deck. Even violence could be used when confronted with
obstacles, including the flight deck door.
In this phase the crew is confronted with obstacles and limitations. Because of these
obstacles and limitations, the situation may escalate. Therefore, it is advised to do
the following:
• tell the hijacker that the obstacles (e.g. the flight deck door) will not be opened;
• give reasons why you are confronted with limitation
• offer the hijacker an alternate (e.g. you can contact the flight deck by
interphone)
• repeat your actions when you are confronted with more intimidation by the
hijacker.
Phase 3: the hijacker tries to take control over a third party

After the hijacker controls the complete aeroplane, he tries to take control over an
external party. To achieve this, the hijacker will inform the flight crew of his demands
using the interphone. The hijacker will verbally intimidate the flight crew to achieve
his goal. Even violence against cabin crew and passengers could be used when
confronted with limitations (e.g. diversion is not possible due to lack of fuel).
In this phase the flight crew might be confronted with limitations. Because of these
limitations, the situation may escalate. Therefore, you are advised to do the following:
• ask the hijacker(s) not to use violence against cabin crew and passengers;
• be cooperative; the hijacker must be in control. Ask the hijacker what he
wants;
• be honest. Tell the hijacker about the limitations (e.g. lack of fuel, no landing
clearance);
• repeat your actions when confronted with more intimidation by the hijacker.
The consequences of your behaviour can be:

• the hijacker does not need to use violence even though limitations have been
indicated;
• because of our cooperation the hijacker still feels in control;
• escalation in the cabin is prevented.
Hijacker, individuals or in a team

There may be one or more hijackers. For ease of reading, the text below is generally
based on one hijacker. Obviously the same principles and guidelines apply if there is
more than one hijacker.

Hijack V10
• Do not try to disarm the hijacker. An (incidental) discharge of a firearm can be

very dangerous;
• remember that there may be others in the hijack team who do not make
themselves known initially. These members of the team are referred to as
‘sleeping’ hijackers and will remain with the hostages;
• communication with the hijacker: see ‘Advised attitude towards hijackers’;
• do not supply alcohol beverages to the hijack unless demanded.
Crew members:
• the crew shall do their utmost to prevent the aeroplane from taking off again;
• all active FCMs and CCMs shall stay on board until the hijacking is terminated
and all passengers (and crew) have left the aeroplane, unless explicitly
ordered otherwise by the commander. This does not apply when a crew
change is arranged;
• try to keep the aeroplane electrically powered with the air-conditioning
systems on, preferably ground units. If a ground unit is not allowed to be
connected, any available system can be used, including a running engine. It is
advisable to inform the hijacker of a possible interruption f any power supply
(e.g. due to running out of fuel or technical irregularities);
• be prepared for a lengthy incident and ask for lavatory servicing to be
provided;
• try to obtain permission to move to and from the lavatories;
• ration any food and water;
• try to obtain permission for fresh food and water to be brought on board.
Passengers:
• keep the passengers as quiet and comfortable as possible;
• speak to the passengers. Try to alleviate their fears;
• if possible use the public address system to inform or instruct the passengers;
• advise passengers to remain seated;
• try to maintain morale by keeping the passenger occupied as much as
possible;
• try to avoid passengers from becoming directly involved with the hijacker;
• do not supply alcohol beverages and do not allow passengers to consume
their duty-free liquor;
• give particular attention to the elderly, the sick and mother with small children;
• ask passengers (preferably with help of someone who is medically qualified) to
look after each other.
10.9.6 Advised attitude towards the hijackers

The attitude of the crew towards hijackers and any relationship set-up between the
two parties may be vital in helping to resolve the situation and in bringing the incident
to a successful termination. Any relationship established could be invaluable in
achieving the primary objective: the safe release of passengers and crew.

Hijack V10
The hijacker(s) should be discouraged from dealing with the commander and all
efforts should be made to keep hijacker(s) out of the flight deck.
As long as the flight deck door is closed and locked, communication between the
hijacker(s) and the flight crew is best established via interphone.
The SCCM or a nominated cabin attendant may become a focal point in dealing with
the hijacker(s).
One or more of these crew members may be the communication link between the
hijacker(s) and the commander (or another party). It cannot be emphasised enough
how important personal contact is, even verbally via interphone. The SCCM may
delegate tasks with regard to passenger well-being to the AP (assistant persons) or
other cabin attendants.
If it proves to be impossible to keep the hijacker(s) out of the flight deck, the
commander must try to be the only crewmember dealing with the hijacker(s).
The hijacker(s) should be encouraged to talk. It is likely that this will be made difficult
by the hijacker(s), as they will probably only reveal their plans bit by bit during the
journey:
• interest should be shown in the hijacker(s) problems;
• do not antagonize or argue with the hijackers, especially not on political
matters;
• do not ‘talk down’ to them and do not appear to be superior;
• do not make them feel cornered;
• do not become mentally aligned with the hijacker(s);
• if the hijacker is mentally disturbed, do not refer to insanity or mental
disorders;
• ensure that only one member of the crew approaches the hijacker(s) at a
certain time;
• do not suggest any course of action, because if something goes wrong they
may hold you responsible;
• be honest about aeroplane limitations (e.g. fuel shortage) or operational
hazards (e.g. closed aerodromes).
10.9.7 During flight

Operate the transponder as follows:
• Squawk 7500, to indicate specifically that the aeroplane is subject to unlawful
interference;
• squawk 7700, to indicate grave and imminent danger, requiring immediate
assistance;
• when unable to change the transponder setting or when not under radar
control, try to transmit a radio message that contains the applicable
transponder code;
• or try to transmit the appropriate emergency message via Controlled Pilot Data
Link Communication (CPDLC);

Hijack V10
• when unable to notify an ATS unit, attempt to continue flying on the assigned
track and cruising level at least until able to notify an ATS unit or within radar
coverage, unless considerations aboard the aeroplane dictate otherwise.
When an aeroplane is subject to an act of unlawful interference must depart from its
assigned track or cruising level without being able to make contact with ATS,
whenever possible:
• Attempt to broadcast warnings on the VHF emergency frequency and other

appropriate frequencies;
• other equipment such as transponders, data link, etc., should also be used;
• proceed in accordance with applicable special procedures for in-flight
contingencies.
• if no applicable regional procedures have been published, proceed at a level
which differs from the cruising levels normally used for IFR flight in that area
by 500 or 1000 ft depending on flight level and position (RVSM).
Whenever unlawful interference is known or suspected, ATC will:

• ask for confirmation of the selected transponder code and shall, if no reply is
received; act as if this transponder code is deliberately selected;
• attend promptly to requests;
• If requested, find out information about navigation facilities, procedures and
services along the route and at destination;
• transmit and continue to transmit information pertinent to the safe conduct of
flight, without expecting reply. Notify:
o the appropriate search and rescue units.
o security authorities.
o other ATS units concerned with the progress of the flight.
o the company.
Advised channels for company communications are (subject to availability)

• SATCOM (voice).
• ACARS.
• VHF company frequencies.
• HF through service providers.
• VHF via other aeroplane within the vicinity (turn speakers off)
• CLPDC
10.9.8 Communication with the outside world

If negotiations with the authorities are started, the crew should try to withdraw
themselves from the main negotiating process and put the hijacker(s) in direct
contact with the authorities concerned.
If the commander is forced to act as a communication link between the hijacker(s)

and the authorities, he should try to avoid answering questions from the authorities

Hijack V10
on behalf of the hijacker(s). The crew member shall not give advice about actions by
the ground organisation.
If a crew member is able to communicate (in private) with the outside world, he
should try carefully to pass as much information as possible. He should stay to the
facts and should not make guesses or personal analyses. Important information can
be:
• number of hijackers;
• their nationality;
• their appearance;
• their clothing;
• the language they use;
• their position in the aeroplane;
• type and number of weapons, explosives, hand-grenades or flammable
substances;
• number of passengers and their seating;
• which doors are blocked;
• any damage to the aeroplane.
10.9.9 Upon landing

ATC will normally give instructions regarding the parking position. Preferably, the
aeroplane should be parked with open terrain behind it (Point Zero) (e.g. with the tail
to the open field).
10.9.10 After landing / on ground

Once on the ground the crew should do the utmost to prevent the aeroplane from
taking off again. On the ground, it is advisable to keep the slides on all aeroplane
types disarmed to enable a possible rapid disembarkation.
When on one of the door is opened from the outside, the slide will not be deployed.
Try to keep the aeroplane electrically powered with the air-conditioning systems on,
preferably by ground units. If it is not allowed to connect any ground unit, any
available system can be used, including a running engine. It is advisable to inform
the hijacker(s) of a possible interruption of any power supply (e.g. due to running out
of fuel or technical irregularities).
If a drink service to the passengers is allowed, it is better not to serve alcoholic
beverages.
Passengers should be prevented from consuming their own duty-free liquor.
It is possible that negotiations with the hijacker(s) are needed with regard to
permission for the passengers to move to and from the toilets. Be prepared for the
incident to be lengthy and ask for toilet servicing to be provided. If this is not possible,
it will be sufficient to open the toilet drain outlets.
Try to obtain permission for food and water to be brought on board. Such requests
may be refused initially and you may have to ration any food and water on board.

Hijack V10
If negotiations with the authorities are started, try to withdraw yourselves from the
main negotiating process and put the hijacker(s) in (direct) contact with the
authorities concerned. If you are forced to act as a communication link between the
hijacker(s) and the authorities, try to avoid answering questions from the authorities
on behalf of the hijacker(s) and do not give advice for action by the ground
organisation.
If you are able to communicate (in private) with the outside world, try to pass as much
information as possible. Keep to the facts and do not give guesses or personal
analyses.
Important information can be:
• number of hijackers;
• their nationality;
• their appearance;
• their clothing;
• the language they use;
• their position in the aeroplane;
• type and number of weapons, explosives, hand-grenades or flammable
substances they have in their possession
• number of passengers and their seating
• which doors are blocked
• any damage to the aeroplane
10.9.11 Strategy
The chosen strategy seeks to respond not only to conventional hijackings (armed
attack or simulated armed attack) but also the most recent types of attack such as
the 9/11 attacks where the aim of the perpetrator(s) of the act of unlawful interference
is to use the aeroplane itself as a weapon of mass destruction of goods and people
on the ground. The necessary outcome of this principle is the systematic locking of
the flight deck door. This principle is valid for all types of hijack.
The following shall be considered:
• Take measures to land ASAP before assessing the intentions of the hijackers;
• adjust time management to the severity of the crisis (gain time); in the event of
sudden new developments, act quickly as a group and follow through
completely;
• list the means of intervention;
• adjust passenger management to the severity of the crisis;
• behave neutrally towards the hijackers and where possible establish good
relations with them, but do not get involved in negotiations and build up a
three-cornered communication pattern between the hijackers, the flight deck
and the passenger cabin using the intercom;
• if the situation worsens to the point of the “ultimate act” the physical
involvement of some passengers is admissible if in the last resort it prevents
the hijackers from carrying out an act of massive destruction: in the event of
spontaneous action on the part of passengers, provide support for the action.

Hijack V10
10.9.12 Catering
General
Food with high sugar create a rapid rise in blood sugar, giving consumer a burst of
energy. Examples of such food are confectionery, soft drinks, fruits etc.
Alcoholic beverages may promote a feeling of braveness and accelerate dehydration.
Spicy and oily food may cause flatulence and mild food poisoning.
Feeding of hijackers
To keep the hijackers occupied and under as much mental stress as possible without
unduly antagonising them.
To reduce their intake of food high in sugar content which will keep them going for a
longer period.
To promote a feeling of well-being, leading to relaxation and perhaps sluggishness.
To achieve these aims:
• Give the hijackers meals on trays which require them to sit down and use
utensils;
• have as many possible eating at the same time;
• serve ample portions;
• distract by offering food frequently and at awkward moments;
• unless specifically demanded, do not serve food with high sugar content; or
• alcoholic beverages.
Feeding of passengers
Do not overfeed, but at the same time, the passengers should not experience feeling
of extreme hunger. Suggest meals at 5-6 hourly intervals during day light hours.
Priority and special care should be given to the need of infants, children, the elderly
and those who require special diets (e.g. diabetics). Water is the best beverage in hot
places and prevention of dehydration is important. All milk should be reserved for
consumption by infants and children.
The first meal may be from food already on board. Most hijack incidents are
protracted affairs. It is prudent to split a normal meal in two servings. The first serving
could be cold entree and dessert as these items are the ones easily slit. The second
serving, a few hours later, will be the hot main dish with cheese and biscuits.
Passengers are to be asked to retain their cups, glasses and cutlery. Beverage are to
be given only on request. Do not serve alcoholic drinks. As a guide the daily adult
fluid requirement are:
at 20° - 4 litres
at 30° - 5 litres
at 40° - 6 litres
Feeding of crew
Crew meals should not occupy too much time or attention as crew will have many
problems to deal with. Suggest frequent small snacks.

Crew security V10
10.9.13 Passengers comfort and morale

If movement is not restricted, senior Cabin crew should aim to keep the passengers
informed and make them as comfortable as possible and the Cabin crew occupied.
There might be necessary to negotiate with the hijackers to obtain approval for the
passengers to use the toilet.
Special attention should be given to elderly, the sick and parents with small children.
Obtain permission to locate and use medically qualified passengers in any
subsequent cases of illness.
Keep an eye on passengers who may indulge in heroics, caution them against such
behaviour especially against terrorist groups.
10.10 Crew security

All crew baggage should normally carry a personal identification label. Crew
members shall not leave their baggage unattended at any time. Crew members shall
not accept (sealed) parcels for carriage from third parties. Any sealed package
belonging to a crew member shall at all times be carried by the crew member
concerned onto the aeroplane personally and shall not be entrusted to any other
crew member.
The individual crew member is responsible for the handling and security of his
personal baggage. Adherence to the following procedures is required:
• Keep your bags locked when you are not using them;
• before leaving the hotel, make sure all items in your bags belong to you and
have
• not been tampered with;
• keep your bags in view at all times in public areas such as lobbies, boarding
lounges, restaurants, rest rooms, hotel or terminal buildings;
• do not accept anything for carriage, including letters or envelopes from
passengers, colleagues or friends.
Where crew baggage was left unattended, unlocked or seals/locks tampered with,
the commander should ensure that the crew checks the integrity of their own
baggage before it is handed over to the ground handling company for screening.
10.11 Flights with additional security measures
10.11.1 Flights to and from the United States

Departures to the United States
At the last point of departure the service provider will conduct the aeroplane security
search, unless otherwise instructed.

Flights with additional security measures V10
In-flight procedures
Flight deck doors must be closed and locked at all times from the point of departure
to arrival at destination, unless the person being admitted is:
• A crewmember
• an inspector of the CAA responsible for the oversight of the company
• any person authorized by the CAA responsible for oversight of the company
Direct passengers to use those lavatories in their individual cabin sections (such as
coach, business-class, or first-class), with the exception of the following:
• Passengers that need to be accommodated due to special needs (for
example, minors, persons with disabilities and medical conditions, and the
elderly) may be allowed to use the lavatory closest to their seats, regardless of
their cabin section.
• Passengers may be allowed to use a lavatory in another cabin section if one
or more lavatories in a cabin section are out of service and the remaining
lavatories are insufficient to accommodate the needs of the passengers in that
cabin.
CCMs must immediately notify the commander if they observe any suspicious
item(s) being carried into the lavatories.
Advice passengers, prior to departure and as necessary during the flight, not to
congregate in any area of the aeroplane cabin, especially around lavatories.
CCMs must notify the commander if they are not comfortable with any congregation
of passengers forming in the cabin of the aeroplane. The commander may either
restate the announcement of the previous bullet point, or turn on the seatbelt sign
and instruct all passengers to return to their seats.
Prior to departure and at least once every 2 hours during a flight, CCMs must inspect
all lavatories on board the aeroplane for prohibited items, visible signs of tampering
with any equipment, and items that were left behind by a passenger.
Ensure passengers remain in their assigned seats and empty their laps of all material
when directed by the flight crew.
Departure from the United States

First departure from the United States
The contracted service provider will conduct the aeroplane security search, unless
otherwise instructed.
Intermediate stops within the United States

Allow passengers in-transit to remain on board the aeroplane while performing a
visual inspection of the cabin of the aeroplane:
• Ensure all deplaning passengers take all their accessible property with them
when they deplane the aeroplane;
• ensure all in-transit passengers remaining on board the aeroplane reclaim all
their accessible property. No in-transit passengers may be allowed to deplane
the aeroplane, except in the case of a medical emergency. If a passenger

must deplane because of a medical emergency, the commander must ensure

that the passenger and any accompanying individual(s) deplane with all of
their accessible property and hold baggage;
• ensure all unclaimed items or any items that do not belong have been
removed and confirms through visual inspection that no suspicious objects,
weapons, explosives or other dangerous devices are present on the
aeroplane;
• Perform an aeroplane security search with passengers on board.
10.11.2 Flights to Israel
Aeroplane security search

Perform an aeroplane security search before departure to Israel.
Flight deck door security procedures

• The Commander of an aeroplane must ensure that the flight deck door is
closed and locked from the moment the passenger entry doors are closed in
preparation for departure until they are opened on arrival;
• The flight deck door may be unlocked and opened when authorized crew
members are required to exit or enter the flight deck in the performance of
their duties, for physiological needs or for overriding concerns related to the
safety of flight. The above waiver is subjected to the implementation of well
established reliable procedures to protect the flight deck entrance during flight
deck door transition avoiding hijacker form piggy-bag forced entry e.g. flight
attendant blocker, galley cart.
• As a general rule, opening of the flight deck door during flight should be kept
to an absolute minimum;
• Nobody except the crew on duty, a CAA inspector or a handling representative
(on ground) is allowed on the flight deck;
• The flight deck door may be unlocked and opened when authorized crew
members are required to exit or enter the flight deck in the performance of
their duties, for physiological needs or for overriding concerns related to the
safety of flight.
• The flight deck door should not be unlocked and opened even for authorized
crew members from before reaching the Identification Reporting Point. For
more arrival procedures refer to the OM-C.
Overriding safety of flight considerations

Ultimately, the commander will determine at his discretion when an overriding safety
of flight consideration warrants opening the flight deck door. Circumstances which
may be considered overriding safety of flight concerns include but are not limited to
the following:
• Visual inspections to confirm such things as a potential fuel leak, engine
condition, visual gear / flap configuration, inspection of contaminated surfaces;
• safety / emergency procedures, such as pilot incapacitation or firefighting;

• abnormal or emergency landings where safety procedures requires that the

door be open for landing; and
• to communicate essential information where there is no appropriate alternative
under the circumstances.
Advance cabin landing preparation (fastening of seat belts)

All passengers must be seated and belts fastened from before reaching the
Identification Reporting Point and until after landing. This procedure requires the
Flight Crew to position the FASTEN BELTS switch to ON just prior the position
mentioned in paragraph “Flight deck door security procedures” (fifth bullet). The
SCCM shall be informed prior to this action. It is recommended that the SCCM
informs the passengers in due time that the Fasten Belts signs will be ON early for
arrival so passengers have time for toilet visits. For a direct flight to Ovda the
remaining flight time may be one hour or more!
Procedure to enter the flight deck

In addition to procedure 10.7.4 place a CCM with a trolley between the galley and the
cabin before the flight deck door is opened.
Leaving the flight deck

Before leaving the flight deck:
• If installed, close the curtain; and
• check forward galley and lavatory areas are unoccupied; and
• check forward galley area via the CCTV on all available cameras and/or
spyhole; and
• place a CCM with a trolley between the galley and the cabin before the flight
deck door is opened.
Close the flight deck door immediately.
First stop in Israel when flying triangular flights

Due to additional passenger security screening, disembark transit passengers first.
After disembarkation, 2 local security agents will perform a security check of the
airplane. The cleaning personnel perform their duties if required. The Cabin Crew
performs their security search.


Handling, notifying and reporting occurrences 04 Aug 2014
11 Handling, notifying and reporting

occurrences
Table of contents
11 Handling, notifying and reporting occurrences .................................................. 1
Table of contents....................................................................................................... 1
11.1 Definitions....................................................................................................... 3
11.2 Occurrence Reporting Forms ......................................................................... 5
11.3 Procedure following an Accident, serious incident, incident or occurrence .. 5
11.4 In-flight Emergency Verbal Notification Procedure ........................................ 6
11.5 Submission of written occurrence reports...................................................... 7
11.5.1 Information to be provided by the company in the event of an
aeroplane accident or serious incident where dangerous goods carried as cargo
may be involved .................................................................................................... 7
11.5.2 Information to be provided by the company in the event of an
aeroplane incident where dangerous goods carried as cargo may be involved ... 7
11.5.3 Dangerous Goods Accident and Incident report ................................... 8
11.6 Occurrences reporting scheme ...................................................................... 8
11.6.1 Mandatory Items to be reported ............................................................ 9
11.6.2 Categories of persons required to report ............................................ 17
11.7 Preservation of data in case of an accident or serious incident .................. 17


Definitions V10
11.1 Definitions
Occurrence
An operational interruption, defect, fault or other irregular circumstance that has or
may have influenced flight safety and that has not resulted in an accident, serious
incident or incident.
Incident
An occurrence, other than an accident, associated with the operation of an aeroplane
that affects or could affect the safety of operation.
Serious incident
An incident involving circumstances indicating that there was a high probability of an
accident and is associated with the operation of an aeroplane which takes place
between the time any person boards the aeroplane with the intention of flight until
such time as all such persons have disembarked.
Accident
An accident is an occurrence associated with the operation of an aeroplane that
takes place between the time any person boards an aeroplane with the intention of
flight until such time as all such persons have disembarked, in which:
• A person is fatally or seriously injured as a result of:

o Being in the aeroplane; or
o direct contact with any part of the aeroplane, including parts which have
become detached from the aeroplane; or
o direct exposure to jet blast.
Except when the injuries are from natural causes, self-inflicted or inflicted by
other persons, or when the injuries are to stowaways hiding outside areas
normally available to the passengers and crew; or
• The aeroplane sustains damage or structural failure which adversely affects

the structural strength, performance or flight characteristics of the aeroplane,
and would normally require major repair or replacement of the affected
component,
Except engine failure or damage, when the damage is limited to a single

engine (including its cowlings or accessories), wingtips, antennas, probes,
vanes, tyres, brakes, wheels, fairings, panels, landing gear doors,
windscreens, the aeroplane skin (such as small dents or puncture holes) or
minor damage resulting from hail or bird strike (including holes in the radome);
or

Definitions V10
• The aeroplane is missing or is completely inaccessible.
Note: An aeroplane is considered to be missing when the official search has

been terminated and the wreckage has not been located.
Serious injury
A serious injury is an injury which is sustained by a person in an accident and which
involves one of the following:
• Requires hospitalisation for more than 48 hours, commencing within 7 days

from the date the injury was received; or
• results in a fracture of any bone (except simple fractures of fingers, toes or
nose); or
• involves lacerations which cause severe haemorrhage, nerve, muscle or
tendon damage; or
• injury to any internal organ
• involves second or third degree burns, or any burns affecting more than 5% of
the body surface; or
• involves verified exposure to infectious substances or harmful radiation.
Note: An injury resulting in death within 30 days of the accident is classified as

a fatal injury.
Investigator-in-charge
A person charged, on the basis of their qualifications, with responsibility for the
organisation, conduct and control of a safety investigation.
Person Involved
The owner, a member of the crew, the operator of the aeroplane involved in an
accident or serious incident; any person involved in the maintenance design,
manufacture of that aeroplane or in the training of its crew; any person involved in the
provision of air traffic control, flight information or aerodrome services, who have
provided services for the aeroplane; staff of the national civil aviation authority; or
staff of EASA.
Preliminary Report
The communication used for the prompt dissemination of data obtained during the
early stages of the investigation.
Safety Investigation
A process conducted by a safety investigation authority or department for the
purpose of accident and incident prevention which includes the gathering and
analysis of information, the drawing of conclusions, including the determination of
cause(s) and/or contributing factors and, when appropriate, the making of safety
recommendations.

Occurrence Reporting Forms V10
Safety Recommendation
A proposal of a safety investigation authority or department, based on information
derived from a safety investigation or other sources such as safety studies, made
with the intention of preventing accidents and incidents.
Dangerous Goods Accident

An occurrence associated with and related to the transport of dangerous goods by air
which results in fatal or serious injury to a person or major property or environmental
damage.
Dangerous Goods Incident

An occurrence other than a dangerous goods accident associated with and related to
the transport of dangerous goods by air, not necessarily occurring on board an
aeroplane, 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 aeroplane or its
occupants is also deemed to be a dangerous goods incident.
11.2 Occurrence Reporting Forms

Jetairfly has its own Safety Report form. Full details about the filling and the
submission of these reports are included within the Safety Management Manual.
Completed Safety Report forms should be sent to the relevant company Safety
department within 72 hours of the occurrence event.
Safety Report filing procedure:

All Safety Reports are scanned by the OCC Duty Manager and sent to all
Postholders, Safety Manager, DFO-assistant and COO-assistant. Within 72 hours,
the COO-assistant contacts the Safety Department or Compliance Monitoring
Department to obtain a ‘go’ to send the report to the BCAA. The Safety Reports are
forwarded to the BCAA by e-mail using an encrypted form.
11.3 Procedure following an Accident, serious

incident, incident or occurrence
An aeroplane accident will be reported by the Commander unless he is killed or
incapacitated. In this case, the company will report the circumstances to the Chief
Inspector of the Investigation Branch of the member state of the Company airline
registration. An aeroplane accident resulting in serious injury (as defined at
paragraph OMA 11.1) or death of any person or substantial damage to the aeroplane
or property, will be reported to the nearest appropriate authority by the quickest
available means.

In-flight Emergency Verbal Notification
V10
Procedure
Following notification of a serious incident, incident or occurrence to the relevant

Safety Department, the event will be classified for its severity, likelihood and safety
implications which may result in a formal internal safety investigation. The Safety
Manager will be responsible for the investigation. Full details are included within the
own Safety Management Manual. The Safety Department, as an independent
support department, will control the investigation keeping interested stakeholders
informed of its progress.
Jetairfly has an Emergency Response Plan in place. This manual is administered

and managed locally within each Company airline. Details for each Company airline
Contingency Planning Manager (or equivalent) is contained within the Company
Group Management System Manual at Chap xx.
In order to expedite a safety investigation it may be necessary to remove aircrew

from rostered duties. This action must be considered as a non-punitive measure to
facilitate the safety investigation. Detailed procedures for facilitating this process is
included within the own Safety Management Manual.
In the case of accidents, serious incidents or incidents, the Investigation Branch of

the Member State may also initiate a safety investigation. In this case, the Jetairfly
own internal safety investigation can run in parallel but be subordinate to and not
prejudice the formal state investigation.
Submitted occurrence reports will be assessed for their applicability as a mandatory

report item under current regulation. The Safety department will notify such items to
the Competent Authority as detailed in the Safety Management Manual.
In addition, occurrence reports that indicate a technical defect, exceedance of a

technical limitation or other technical event that may have affected the safe operation
of the aeroplane should be submitted to the aeroplane manufacturer or design
authority as applicable.
11.4 In-flight Emergency Verbal Notification

Procedure
All crews are required to notify Air Traffic Service Units of all incidents involving
ACAS resolution advisories (RAs), bird hazards, dangerous goods occurrences and
other hazardous conditions as soon as the situation permits during or following an
event.
If the aeroplane has dangerous goods on board as cargo, the commander must
inform the appropriate Air Traffic Services Unit of the nature of the dangerous goods.
This information should include the proper shipping name, class/division, identified
subsidiary risk(s), compatibility group for explosives, quantity and location on board.

Submission of written occurrence reports V10
A safety occurrence report should subsequently be completed describing the event in

accordance with the procedure detailed within the relevant Safety Management
Manual.
11.5 Submission of written occurrence reports

Safety Reports should be submitted for all events as detailed within the Safety
Management Manual. Mandatory occurrence events are described at paragraph OM
part A 11.6.1
11.5.1 Information to be provided by the company in the

event of an aeroplane accident or serious incident
where dangerous goods carried as cargo may be
involved
If an aeroplane carrying dangerous goods as cargo is involved in an accident or
serious incident where the dangerous goods may be involved, the company must
provide information, without delay, to emergency services responding to the accident
or serious incident about the dangerous goods on board, as shown on the copy of
the information to the pilot-in-command (NOTOC). The information must be sufficient
to enable any hazards created by the dangerous goods to be minimized and include
the proper shipping name, UN number, class/division, any identified subsidiary risks,
the compatibility group for explosives, the quantity and the location on board the
aeroplane.
As soon as possible, the company must also provide this information to the CAA and
the appropriate authority of the state in which the accident or serious incident
occurred. For aeroplane incidents , see 11.5.2.
Every dangerous goods accident, serious incident and incident is subject to the
mandatory occurrence reporting scheme.
11.5.2 Information to be provided by the company in the

event of an aeroplane incident where dangerous
goods carried as cargo may be involved
In the event of an aeroplane incident, the operator of an aeroplane carrying
dangerous goods as cargo must, if requested to do so, provide information without
delay to the emergency services responding to the incident and to the appropriate
authority of the state in which the incident occurred, about the dangerous goods on
board, as shown on the copy of the information to the pilot-in-command (NOTOC).
For aeroplane accidents and serious incidents, see 11.5.1.
Every dangerous goods accident, serious incident or incident is subject to the

mandatory occurrence reporting scheme.

Occurrences reporting scheme V10
11.5.3 Dangerous Goods Accident and Incident report

Tui Airlines Belgium trading as ‘Jetairfly’ is not certified by the Belgian CAA to
transport Dangerous Goods.
11.6 Occurrences reporting scheme

The table below provides information concerning the occurrences to be reported.
This list is based on the European Directive 2003/42/EC and is not exhaustive.
If in the view of the reporter an occurrence did not hazard the safety of the operation,
but if repeated in different but likely circumstances would create a hazard, then a
report should also be made.
The information gathered will be used to enhance flight safety by helping to identify
safety trends within the airline. Crews are encouraged to submit reports on all
occurrences that affect safety.
Reporting may be done in a confidential or anonymous way
Any event recorded in the Technical Log or Journey Log should be repeated in an
Safety Report, if relevant, and vice-versa. It is important that only the facts of the
event are reported in the main body of the Safety Report and any other relevant
information which may assist with the investigation.
All mandatory occurrences must be reported to your Safety Department for onward
distribution to the relevant CAA within 72 hours of the occurrence event.
As a general principle for all events, if in doubt, submit an Safety Report.

11.6.1 Mandatory Items to be reported
1. AEROPLANE FLIGHT OPERATIONS
A Operation of the aeroplane

(a) Risk of collision with an aeroplane, terrain or other object or an unsafe
1
situation when avoidance action would have been appropriate
(b) An avoidance manoeuvre required to avoid a collision with an aeroplane,
terrain or other object
(c) An avoidance manoeuvre to avoid other unsafe situations
2 (a) Take-off or landing incidents, including precautionary or forced landings
(b) Incidents such as under-shooting, overrunning or running off the side of
runways
(c) Take-offs, rejected take-offs, landings or attempted landings on a closed,
occupied or incorrect runway
(d) Runway incursions
3 Inability to achieve predicted performance during take-off or initial climb
4 Critically low fuel quantity; inability to transfer fuel or use total quantity of usable fuel
5 Loss of control (including partial or temporary loss of control) from any cause
Occurrences close to or above V1 resulting from or producing a hazardous or potentially
6
hazardous situation (e.g. rejected take-off, tail strike, engine power loss etc.)
7 Go-around producing a hazardous or potentially hazardous situation
8 Unintentional deviation from (any cause):
1) Airspeed:
a) Mmo/Vmo exceedance
b) Vfe exceedance
2) Intended track or altitude (more than 300 ft).
Descent below decision height/altitude or minimum descent height/altitude without the
9
required visual reference
10 Loss of position awareness relative to actual position or to other aeroplane
11 (a) Breakdown in communication between flight crew (CRM)
(b) Breakdown in communication between Flight crew and other parties (cabin crew, ATC,
engineering)
12 Overweight landing; Hard landing - a landing deemed to require a 'hard landing check'
13 Exceedance of fuel imbalance limits
14 Incorrect setting of an SSR code or of an altimeter subscale
Incorrect programming of, or erroneous entries into, equipment used for navigation or
15
performance calculations, or use of incorrect data
16 Incorrect receipt or interpretation of radiotelephony messages
17 Fuel system malfunctions or defects, which had an effect on fuel supply and/or distribution
18 Aeroplane unintentionally departing a paved surface
19 Collision between an aeroplane and any other aeroplane, vehicle or other ground object:
Minor Damages (damage not requiring structural repair, such as paint scratches, scratches
without deformation, …) In case of doubt, consider it as a major damage.
Major Damages (damage requiring structural repair)
20 Inadvertent and/or incorrect operation of any controls
Inability to achieve the intended aeroplane configuration for any flight phase (e.g. landing gear
21
and doors, flaps, stabilizers, slats etc)

A hazard or potential hazard which arises as a consequence of any deliberate simulation of

22
failure conditions for training, system checks or training purposes
23 Abnormal vibration
Operation of any primary warning system associated with manoeuvring of the aeroplane e.g.
24
configuration warning, stall warning (stick shake), over speed warning etc. unless:
(a) The crew conclusively established that the indication was false.
(Provided that the false warning did not result in difficulty or hazard arising
from the crew response to the warning); or
(b) operated for training or test purposes
25 GPWS/TAWS ‘warning’ when:
(a) the aeroplane comes into closer proximity to the ground than had been
planned or anticipated; or
(b) the warning is experienced in IMC or at night and is established as having
been triggered by a high rate of descent (Mode 1); or
(c) the warning results from failure to select landing gear or land flap by the
appropriate point on the approach (Mode 4); or
(d) Any difficulty or hazard arises or might have arisen as a result of crew
response to the ‘warning’ e.g. possible reduced separation from other
traffic. This could include warning of any Mode or Type i.e. genuine,
nuisance or false
GPWS/TAWS ‘alert’ when any difficulty or hazard arises or might have arisen as a result of
26
crew response to the ‘alert’
27 TCAS RA
28 Jet or prop blast incidents resulting in significant damage or serious injury
Height-keeping errors caused by malfunction of aeroplane equipment or of operational nature,
equal to or greater than:
29 (a) a total vertical error (TVE) of ±90 m (±300 ft);
(b) an altimetry system error (ASE) of ±75 m (±245 ft); and
(c) an assigned altitude deviation (AAD) of ±90 m (±300 ft).
B Emergencies
1 Fire, explosion , smoke or toxic or noxious fumes, even though fires were extinguished
The use of any non-standard procedure by the flight or cabin crew to deal with an emergency
2
when:
(a) the procedure exists but is not used; or
(b) a procedure does not exist; or
(c) the procedure exists but is incomplete or inappropriate; or
(d) the procedure is incorrect; or
(e) the incorrect procedure is used
Inadequacy of any procedures designed to be used in an emergency, including when being
3
used for maintenance, training or test purposes
4 An event leading to an emergency evacuation
5 Slow depressurization below 10.000ft (if not see 2. Aeroplane Technical, B16)
The use of any emergency equipment or prescribed emergency procedures in order to deal
6
with a situation
7 An event leading to the declaration of an emergency (‘Mayday’ or ‘Pan’)
Failure of any emergency system or equipment, including all exit doors and lighting, to
8
perform satisfactorily, including when being used for maintenance, training or test purposes
9 Events requiring any emergency use of oxygen by any crew member

C Crew incapacitation
Incapacitation of any member of the flight crew, including that which occurs prior to departure
1
if it is considered that it could have resulted in incapacitation after take-off
Incapacitation of any member of the cabin crew which renders them unable to perform
2
essential emergency duties.
D Injury
Occurrences, which have or could have led to significant injury to passengers or crew but
1
which are not considered reportable as an accident
E Meteorology
A lightning strike which resulted in damage to the aeroplane or loss or malfunction of any
1
essential service
A hail strike which resulted in damage to the aeroplane or loss or malfunction of any essential
2
service
Severe turbulence encounter – an encounter resulting in injury to occupants or deemed to
3
require a ‘turbulence check’ of the aeroplane
4 A windshear encounter
Icing encounter resulting in handling difficulties, damage to the aeroplane or loss or
5
malfunction of any essential service
F Security
1 Unlawful interference with the aeroplane including a bomb threat or hijack
2 Difficulty in controlling intoxicated, violent or unruly passengers
3 Discovery of a stowaway
G Other occurrences
Repetitive instances of a specific type of occurrence which in isolation would not be
1 considered 'reportable' but which due to the frequency at which they arise, form a potential
hazard
2 Bird strike encounter
3 Wake turbulence encounter
4 Volcanic ash cloud encounter
Any other occurrence of any type considered to have endangered or which might have
5
endangered the aeroplane or its occupants on board the aeroplane or on the ground
2. AEROPLANE TECHNICAL
Note: Not all structural failures need to be reported. Engineering judgment is

A Structural
required to decide whether a failure is serious enough to be reported
Damage to or defect of a structural element, which could result in the liberation of items of
4
mass that may injure occupants of the aeroplane

6 Loss of any part of the aeroplane structure in flight
B Systems (refer also to 4. Reportable Occurrences To Specific Systems)

Loss, significant malfunction or defect of any system, subsystem or set of equipment when
1
standard operating procedures, drills etc. could not be satisfactorily accomplished
2 Inability of the crew to control the system, e.g.:
(a) uncommanded actions;
(b) incorrect and or incomplete response, including limitation of movement or
stiffness;
(c) runaway;
(d) mechanical disconnection or failure
Failure or malfunction of the exclusive function of the system (one system could integrate
3
several functions)
4 Interference within or between systems
Failure or malfunction of the protection device or emergency system associated with the
5
system
6 Loss of redundancy of the system
7 Any occurrence resulting from unforeseen behaviour of a system
For aeroplane types with single main systems, subsystems or sets of equipment:
8 Loss, significant malfunction or defect in any main system, subsystem or set
of equipment
For aeroplane types with multiple independent main systems, subsystems or sets of
equipment:
9
Loss, significant malfunction or defect of more than one main system,
subsystem or set of equipment
Operation of any primary warning system associated with aeroplane systems or equipment
10 unless the crew conclusively established that the indication was false provided that the false
warning did not result in difficulty or hazard arising from the crew response to the warning
Leakage of hydraulic fluids, fuel, oil or other fluids which resulted in a fire hazard or possible
11
hazardous contamination of aeroplane structure, systems or equipment, or risk to occupants
Malfunction or defect of any indication system when this results in the possibility of
12
misleading indications to the crew
Any failure, malfunction or defect if it occurs at a critical phase of flight and relevant to the
13
operation of that system
Occurrences of significant shortfall of the actual performances compared to the approved
14 performance which resulted in a hazardous situation including braking action, fuel
consumption etc.
15 Asymmetry of flight controls; e.g. flaps, slats, spoilers etc.
16 Loss of essential aeroplane systems that results in taking emergency actions during flight
C Engine
1 Flameout, shutdown or malfunction of any engine
Over speed or inability to control the speed of any high speed rotating component (for
2 example: Auxiliary power unit, air starter, air cycle machine, air turbine motor, propeller or
rotor).
Failure or malfunction of any part of an engine or power plant resulting in any one or more of
3
the following:
(a) non containment of components/debris;
(b) uncontrolled internal or external fire, or hot gas breakout;

(c) thrust in a different direction from that demanded by the pilot;

(d) thrust reversing system failing to operate or operating inadvertently;
(e) inability to control power, thrust or rpm;
(f) failure of the engine mount structure;
(g) partial or complete loss of a major part of the power plant;
(h) Dense visible fumes or concentrations of toxic products sufficient to
incapacitate crew or passengers;
(i) inability, by use of normal procedures, to shutdown an engine;
(j) inability to restart a serviceable engine
An uncommanded thrust/power loss , change or oscillation which is classified as a loss of
4
thrust or power control:
(b) where it is considered excessive for the application, or
(c) where this could affect more than one engine in a multi-engine aeroplane,
particularly in the case of a twin engine aeroplane; or
(d) for a multi engine aeroplane where the same, or similar, engine type is used
in an application where the event would be considered hazardous or critical
7 An engine limiter or control device failing to operate when required or operating inadvertently
8 Exceedance of engine parameters
9 FOD resulting in damage
APU
Shut down or failure when the APU is required to be available by operational requirements,
13
e.g. ETOPS, MEL
14 Inability to shut down the APU
15 Over speed
16 Inability to start the APU when needed for operational reasons
D Aeroplane Design
Any incident where any feature or inadequacy of the aeroplane design could have led to an
1
error of use that could contribute to a hazardous or catastrophic effect
E Other Occurrences
Any incident where any feature or inadequacy of the aeroplane design could have led to an
1
error of use that could contribute to a hazardous or catastrophic effect
An occurrence not normally considered as reportable (for example, furnishing and cabin
2 equipment, water systems), where the circumstances resulted in endangering of the
aeroplane or its occupants
3 A fire, explosion, smoke or toxic or noxious fumes
(a) On ground
(b) During flight
Any other event which could hazard the aeroplane, or affect the safety of the occupants of the
4
aeroplane, or people or property in the vicinity of the aeroplane or on the ground
Failure or defect of Passenger Address system resulting in loss or inaudible passenger
5
address system
6 Loss of pilots seat control during flight

3. AIR NAVIGATION SERVICES, FACILITIES and GROUND SERVICES
A Air Navigation Services

Near collision incidents (encompassing specific situations where one aeroplane and another
1 aeroplane / the ground / a vehicle / person or object are perceived to be too close to each
other)
(a) separation minima infringement;
(b) inadequate separation;
(c) near-controlled flight into terrain (near CFIT);
(d) runway incursion where avoiding action was necessary;
Potential for collision or near collision (encompassing specific situations having the potential
2
to be an accident or a near collision, if another aeroplane is in the vicinity)
(a) runway incursion where no avoidance action is necessary;
(b) runway excursion;
(c) aeroplane deviation from ATC clearance;
(d) aeroplane deviation from applicable ATM regulation;
1. aeroplane deviation from applicable published ATM procedures;
2. unauthorised penetration of airspace;
3. deviation from aeroplane ATM-related equipment carriage and operations, as mandated
by applicable regulation(s).
ATM-specific occurrences (encompassing those situations where the ability to provide safe
3 ATM services is affected, including situations where, by chance, the safe operation of
aeroplane has not been jeopardised). This shall include the following occurrences:
(a) inability to provide ATM services:
1. inability to provide air traffic services;
2. inability to provide airspace management services;
3. inability to provide air traffic flow management services.
(b) failure of communication function;
(c) failure of surveillance function;
(d) failure of data processing and distribution function;
(e) failure of navigation function
(f) ATM system security
B Aerodrome and Aerodrome Facilities

1 Significant spillage during fuelling operations
Loading of incorrect fuel quantities likely to have a significant effect on aeroplane endurance,
2
performance, balance or structural strength
3 unsatisfactory ground de-icing / anti-icing
C Handling and Cargo

Significant contamination of aeroplane structure, or systems and equipment arising from the
1
carriage of baggage or cargo
Incorrect loading of passengers, baggage or cargo, likely to have a significant effect on
2
aeroplane mass and/or balance
Incorrect stowage of baggage or cargo likely in any way to hazard the aeroplane, its
3
equipment or occupants or to impede emergency evacuation
4 Inadequate stowage of cargo containers or other substantial items of cargo
5 Carriage or attempted carriage of dangerous goods in contravention of applicable regulations,

including incorrect labelling and packaging of dangerous goods

Loading of contaminated or incorrect type of fuel or other essential fluids (including oxygen
6
and potable water).
4. REPORTABLE OCCURRENCES TO SPECIFIC SYSTEMS
1 Air conditioning / ventilation

(a) complete loss of avionics cooling
(b) depressurization
2 Auto-flight system
(a) failure of the auto flight system to achieve the intended operation while
engaged
(b) significant reported crew difficulty to control the aeroplane linked to auto flight
system functioning
(c) failure of any auto flight system disconnect device
(d) Uncommanded auto flight mode change
3 Communications
(a) failure or defect of passenger address system resulting in loss or inaudible
passenger address
(b) total loss of communication in flight
4 Electrical System
(a) loss of one electrical system distribution system ( AC or DC)
(b) total loss or loss or more than one electrical generation system
(c) failure of the back up ( emergency ) electrical generating system
5 Cockpit / Cabin / Cargo

(a) pilot seat control loss during flight
(b) failure of any emergency system or equipment, including emergency
evacuation signalling system , all exit doors , emergency lighting, etc
(c) loss of retention capability of the cargo loading system
6 Fire protection system

(a) fire warnings, except those immediately confirmed as false
(b) undetected failure or defect of fire/smoke detection/protection system,
which could lead to loss or reduced fire detection/protection
(c) absence of warning in case of actual fire or smoke
7 Flight controls
(a) Asymmetry of flaps, slats, spoilers etc.
(b) Limitation of movement, stiffness or poor or delayed response in the
operation of primary flight control systems or their associated tab and lock
systems
(c) flight control surface runaway
(d) flight control surface vibration felt by the crew
(e) mechanical flight control disconnection or failure

(f) significant interference with normal control of the aeroplane or degradation of

flying qualities
8 Fuel system
(a) fuel quantity indicating system malfunction resulting in total loss or
erroneous indicated fuel quantity on board
(b) leakage of fuel which resulted in major loss, fire hazard , significant
contamination
(c) malfunction or defects of the fuel jettisoning system which resulted in
inadvertent loss of significant quantity, fire hazard, hazardous
contamination of aeroplane equipment or inability to jettison fuel
(d) fuel system malfunctions or defects which had a significant effect on fuel
supply and/or distribution
(e) inability to transfer or use total quantity of usable fuel
9 Hydraulics
(a) loss of one hydraulic system ( ETOPS only)
(b) failure of the isolation system to operate
(c) loss of more than one hydraulic circuits
(d) failure of the back up hydraulic system
(e) inadvertent Ram Air Turbine extension
10 Ice detection / protection system

(a) undetected loss or reduced performance of the anti-ice/de-ice system
(b) loss of more than one of the probe heating systems
(c) inability to obtain symmetrical wing de icing
(d) abnormal ice accumulation leading to significant effects on performance or
handling qualities
(e) crew vision significantly affected
11 Indicating / warning / recording systems

(a) malfunction or defect of any indicating system when the possibility of
significant misleading indications to the crew could result in an
inappropriate crew action on an essential system
(b) loss of a red warning function on a system
(c) for glass cockpits: loss or malfunction of more than one display unit or
computer involved in the display/warning function
12 Landing gear system / brakes / tyres

(a) brake fire
(b) significant loss of braking action
(c) unsymmetrical braking leading to significant path deviation
(d) failure of the L/G free fall extension system ( including during scheduled
tests)
(e) unwanted gear or gear doors extension/retraction
(f) multiple tyres burst
(g) Collapse of Landing Gear
(h) Loss of Steering System

Preservation of data in case of an accident or
V10
serious incident
13 Navigation systems and air data systems

(a) total loss or multiple navigation equipment failures
(b) total failure or multiple air data system equipment failures
(c) significant misleading indication
(d) Significant navigation errors attributed to incorrect data or a database
coding error
(e) Unexpected deviations in lateral or vertical path not caused by pilot input.
(f) Problems with ground navigational facilities leading to significant navigation
errors not associated with transitions from inertial navigation mode to radio
navigation mode
14 Oxygen
(a) loss of oxygen supply in the cockpit
(b) loss of oxygen supply to a significant number of passengers ( more than
10%), including when found during maintenance or training or test purposes
15 Bleed air system

(a) hot bleed air leak resulting in fire warning or structural damage
(b) loss of all bleed air systems
(c) failure of bleed air leak detection system
11.6.2 Categories of persons required to report

Flight crew, cabin crew, engineering and personnel directly or indirectly involved in
the operation of a company aeroplane are required to report accidents, incidents,
occurrences, events and hazards through the company reporting scheme.
Company personnel directly or indirectly involved in the operation of a company

aeroplane are required to bring to the attention of the operating commander any
occurrence or incident that may or may have endangered the safe operation of the
aeroplane on the ground or in flight.
11.7 Preservation of data in case of an accident

or serious incident
The commander shall not permit:
• A Flight Data Recorder (FDR) to be disabled, switched off or erased during
flight nor permit recorded data to be erased after flight in the event of an
accident, serious incident or an incident subject to mandatory reporting.
• A Cockpit Voice Recorder (CVR) to be disabled or switched off during flight
unless he believes that the recorded data, which otherwise would be erased
automatically, should be preserved for incident or accident investigation nor
permit recorded data to be manually erased during or after flight in the event of
an accident or incident subject to mandatory reporting.
The commander shall:

Preservation of data in case of an accident or
V10
serious incident
• Make a Technical Log entry to remove and preserve the FDR / CVR data.
• Write and submit an Safety Report to their Safety Department.
When the crew is involved in an accident or serious incident, which may or may not
lead to a formal State Investigation, the following procedures apply:
• Stop the Cockpit Voice Recorder immediately after the event to avoid
automatic erasure;
• make no statements to anyone, other than your company or legal
representative;
• if pressed for a statement or interview by the government investigators, advise
them that you will make a statement after you have consulted with your legal
representative;
• do not answer any questions from the press;
• do not express an opinion;
• do not admit liability;
• the commander (or highest in rank) contacts OCC stating the flight number
and the nature of the incident, number of casualties (if any) and equipment
damage.

General Page 12-1
RULES OF THE AIR 04 Aug 2014
12 Rules of the air

Table of contents
12 RULES OF THE AIR .................................................................................... 12-1
Table of contents ................................................................................................. 12-1
12.1 General...................................................................................................... 12-3


General Page 12-2

General Page 12-3
General Version 10
12.1 General
Refer to OM part C.

General Page 12-4
General Version 10

Leasing / Code-share 04 Aug 2014
13 Leasing / Code-share
Table of contents
13 Leasing / Code-share ........................................................................................ 1
13.1 Definitions:...................................................................................................... 3
13.2 General........................................................................................................... 4
13.3 Leasing agreement ........................................................................................ 5
13.3.1 Any lease-in ........................................................................................... 5
13.3.2 Wet lease-in........................................................................................... 5
13.3.3 Dry lease-in ........................................................................................... 5
13.3.4 Dry lease-out ......................................................................................... 5
13.3.5 Wet lease-out ........................................................................................ 6
13.4 Code-share agreements ................................................................................ 7
13.5 Initial verification of compliance ..................................................................... 8
13.6 Code-share .................................................................................................... 9
13.6.1 Audit programme ................................................................................... 9
13.6.2 Audit periods ......................................................................................... 9
13.6.3 Audit sharing ......................................................................................... 9
13.6.4 Audit compliance statement .................................................................. 9
13.6.5 Third party providers ........................................................................... 10


Definitions: V10
13.1 Definitions:
‘Dry lease agreement’ means an agreement between undertakings pursuant to
which the aeroplane is operated under the AOC of the lessee.
‘Wet lease agreement’ means an agreement between air carriers pursuant to which
the aeroplane is operated under the AOC of the lessor.
‘Code share’ means an arrangement under which an operator places its designator
code on a flight operated by another operator, and sells and issues tickets for that
flight.

General V10
13.2 General
When intending to lease-in an aeroplane, the company shall provide the competent
authority with the following information:
 the aeroplane type, registration markings and serial number;
 the name and address of the registered owner;
 a copy of the valid certificate of airworthiness;
 a copy of the lease agreement or description of the lease provisions, except
financial arrangements;
 duration of the lease; and
 in case of wet lease-in, a copy of the AOC of the third country operator and the
areas of operation.
The information mentioned above shall be accompanied by a statement signed by

the lessee that the parties to the lease agreement fully understand their respective
responsibilities under the applicable regulations.

Leasing agreement V10
13.3 Leasing agreement
13.3.1 Any lease-in

Without prejudice to Regulation (EC) No 1008/2008, any lease agreement
concerning aeroplane used by the company shall be subject to prior approval by the
competent authority.
The company shall only wet lease-in aeroplane from an operator that is not subject to
an operating ban pursuant to Regulation (EC) No 2111/2005.
13.3.2 Wet lease-in

When applying for the approval of the wet lease-in of an aeroplane of a third country
operator the company shall demonstrate to the competent authority that:
 the third country operator holds a valid AOC issued in accordance with ICAO
Annex 6;
 the safety standards of the third country operator with regard to continuing
airworthiness and air operations are equivalent to the applicable requirements
established by Regulation (EC) No 2042/2003 and this Regulation; and
 the aeroplane has a standard CofA issued in accordance with ICAO Annex 8.
13.3.3 Dry lease-in

When applying for the approval of the dry lease-in of an aeroplane registered in a
third country the company shall demonstrate to the competent authority that:
 an operational need has been identified that cannot be satisfied through
leasing an aeroplane registered in the EU;
 the duration of the dry lease-in does not exceed seven months in any 12
consecutive month period; and
 compliance with the applicable requirements of Regulation (EC) No 2042/2003
(On the continuing airworthiness of aeroplane and aeronautical products, parts
and appliances, and on the approval of organisations and personnel involved
in these tasks) is ensured.
In anticipation of an operational need for a short term wet lease-in, the company may
enter into a framework agreement with more than one third country operator provided
that these operators comply with the above. These third country operators shall be
placed in a list maintained by the lessee.
13.3.4 Dry lease-out

When intending to dry lease-out one of its aeroplanes, the company shall apply for
prior approval by the competent authority. The application shall be accompanied by
copies of the intended lease agreement or description of the lease provisions, except
financial arrangements, and all other relevant documentation.

Leasing agreement V10
13.3.5 Wet lease-out

Prior to the wet lease-out of an aeroplane, the company shall notify the competent
authority.
When notifying the competent authority. the operator intending to wet lease-out an
aeroplane shall provide the competent authority with the following information:
 the aeroplane type, registration markings and serial number;
 the name and address of the lessee;
 a copy of the lease agreement or description of the lease provisions, except
financial arrangements; and
 the duration of the lease agreement.

Code-share agreements V10
13.4 Code-share agreements
Without prejudice to applicable EU safety requirements for third country operators

and aeroplane, the company shall enter into a code-share agreement with a third
country operator only after:
 having verified that the third country operator complies with the applicable
ICAO standards; and
 having provided the competent authority with documented information
enabling such authority to satisfy itself, following the verification by the
company, that the third-country operator complies with the applicable ICAO
standards.
When implementing the code-share agreement the company shall monitor and
regularly assess the ongoing compliance of the third country operator with the
applicable ICAO standards.
The company shall not sell and issue tickets for a flight operated by a third country
operator when the third country operator is subject to an operating ban pursuant to
Regulation (EC) No 2111/2005 (‘Black list’) or is failing to maintain compliance with
the applicable ICAO standards.

Initial verification of compliance V10
13.5 Initial verification of compliance

In order to verify the third country operator’s compliance with the applicable ICAO
standards, in particular ICAO annexes 1, 2, 6, Part I and III, as applicable, 8 and 18,
the company shall conduct an audit of the third country operator, including interviews
of personnel and inspections carried out at the third country operator’s facilities.
The audit shall focus on the operational, management and control systems of the
operator.

Code-share V10
13.6 Code-share
13.6.1 Audit programme

The company shall establish a code-share audit programme for monitoring
continuous compliance of the third country operator with the applicable ICAO
standards.
Such code-share audit programme shall include:

 the audit methodology (audit report + compliance statements);
 details of the specific operational areas to audit;
 criteria for defining satisfactory audit results;
 a system for reporting and correcting findings;
 a continuous monitoring system;
 auditor qualification and authorisation; and
 the frequency of audits.
13.6.2 Audit periods

The third country code-share operator shall be audited at periods not exceeding 24
months. The beginning of the first 24-month oversight planning cycle is determined
by the date of the first audit and shall then determine the start and end dates of the
recurrent 24-month planning cycle. The interval between two audits shall not exceed
24 months.
The company shall ensure a renewal audit of each third country code-share operator
prior to the audit expiry date of the previous audit. The audit expiry date for the
previous audit becomes the audit effective date for the renewal audit provided the
closing meeting for the renewal audit is within 150 days prior to the audit expiry date
for the previous audit. If the closing meeting for the renewal audit is more than 150
days prior to the audit expiry date from the previous audit, then the audit effective
date for the renewal audit is the day of the closing meeting of the renewal audit.
Renewal audits are valid for 24 consecutive months beginning with the audit effective
date and ending with the audit expiry date.
13.6.3 Audit sharing

A code-share audit can be shared by other TUI airlines. In case of a shared audit the
report shall be made available for review by all duly identified sharing companies by
any means.
13.6.4 Audit compliance statement

After closure of all findings identified during the audit, the company shall submit an
audit compliance statement to the competent authority demonstrating that the third
country operator meets all the applicable safety standards.

Code-share V10
13.6.5 Third party providers

The initial audit and/or the continuous monitoring may be performed by a third party
provider on behalf of the company when it is demonstrated that:
a documented arrangement has been established with the third party provider;
 the audit standards applied by the third party provider addresses the scope of
the regulation in sufficient detail;
 the third party provider uses an evaluation system, designed to assess the
operational, management and control systems of the third country code-share
operator;
 independence of the third party provider, its evaluation system as well as the
impartiality of the auditors is ensured;
 the auditors are appropriately qualified and have sufficient knowledge,
experience and training, including on-the-job training, to perform their
allocated tasks;
 audits are performed on-site;
 access to the relevant data and facilities is granted to the level of detail
necessary to verify compliance with the applicable requirements;
 access to the full audit report is granted to the company;
 procedures have been established for monitoring continued compliance of the
third country code- share operator with the applicable requirements, taking into
account the timelines in 13.6.2 Audit periods ; and
 procedures have been established to notify the third country code-share
operator of any non- compliance with the applicable requirements, the
corrective actions to be taken, the follow up of these corrective actions and
closure of findings;
The use of a third party provider for the initial audit or the monitoring of continuous
compliance of the third country code-share operator does not exempt the company
from its responsibility as described in 13.4 Code-share agreements.
The company shall maintain a list of the third country code-share operators
monitored by the third party provider. This list and the full audit report prepared by the
third party provider shall be made available to the competent authority upon request.

Operations Manual Part A Chapter A
General Page A-1
APPENDICES 04 Aug 2014
A Appendices
Table of contents
A APPENDICES ................................................................................................... A-1
Table of contents ................................................................................................... A-1
A.1 Extranet & 2Com user guide ....................................................................... A-5
A.1.1 Jetairfly Extranet .................................................................................. A-5
A.1.1.1 Cabin Crew version ...................................................................... A-5
A.1.1.2 Flight Crew version ....................................................................... A-6
A.1.2 2COM ................................................................................................... A-6
A.1.2.1 INBOX – Company Messages (CCM only) .................................. A-7
A.1.2.2 Flight Briefing Information (CCM only) ......................................... A-7
A.1.2.3 INBOX - Personal Message ......................................................... A-8
A.1.2.4 Send a message ........................................................................... A-8
A.2 Flight crew laptop ......................................................................................A-11
A.2.1 Disabling Microsoft automatic updates ..............................................A-12
A.2.1.1 Introduction .................................................................................A-12
A.2.1.2 Procedure to change Windows Automatic Updates ..................A-12
A.2.1.3 Procedure to revert the installation.............................................A-13
A.2.2 Pilot Wireless Network Connections (BRU building 45 only) ............A-13
A.2.2.1 Introduction .................................................................................A-13
A.2.2.2 Description ..................................................................................A-14
A.2.2.3 Troubleshooting ..........................................................................A-16
A.3 eSign-in .....................................................................................................A-18
A.3.1 General ..............................................................................................A-18
A.3.2 Starting the application ......................................................................A-18
A.3.3 Sign-in procedure...............................................................................A-22
A.3.4 Problem solving (if required) ..............................................................A-23
A.4 2Sync ........................................................................................................A-24
A.4.1 Description .........................................................................................A-24
A.4.2 Starting up 2Sync ..............................................................................A-24
A.4.3 Pre- and post flight procedures .........................................................A-25
A.4.4 Detailed description ...........................................................................A-28
A.4.5 Troubleshooting .................................................................................A-30
A.4.6 Electronic route manual (eRM) ..........................................................A-31
A.4.6.1 Important remarks ......................................................................A-31
A.4.6.2 Download of Lido eRM revision data using 2Sync .....................A-31
A.5 Easybrief package.....................................................................................A-36
A.5.1 Sections .............................................................................................A-36
A.5.2 2Sync .................................................................................................A-38
A.5.3 Web based (Easybrief Package) .......................................................A-38
A.6 2Log ..........................................................................................................A-41

General Page A-2
A.6.1 Pilot quick start...................................................................................A-41

A.6.1.1 Synchronize using 2Sync ...........................................................A-41
A.6.1.2 Open ...........................................................................................A-41
A.6.1.3 In crew room ...............................................................................A-43
A.6.1.4 On board .....................................................................................A-45
A.6.1.5 Back in the crew room ................................................................A-48
A.6.2 2Log detailed editing ..........................................................................A-50
A.6.2.1 Basic structure and worksheets .................................................A-50
A.6.2.2 Colour codes...............................................................................A-51
A.6.2.3 Main screen ................................................................................A-55
A.6.2.4 Pilot input worksheet ..................................................................A-56
A.6.2.5 Codes worksheet ........................................................................A-68
A.6.2.6 Legs & relief worksheet ..............................................................A-68
A.6.2.7 Crew sign & DH worksheet ........................................................A-70
A.6.2.8 GND data worksheet ..................................................................A-71
A.6.2.9 Cabin Flight Report (E-cfr) .........................................................A-71
A.6.2.10 Volcanic activity report worksheet ..............................................A-78
A.6.2.11 Autoland Survey worksheet ........................................................A-78
A.6.2.12 Quality survey Crew transport worksheet ..................................A-80
A.6.2.13 Lido chart report worksheet ........................................................A-81
A.6.2.14 J-Log worksheet .........................................................................A-82
A.6.2.15 Company overview .....................................................................A-82
A.6.2.16 Duty worksheet ...........................................................................A-84
A.6.3 Common issues .................................................................................A-84
A.6.3.1 Unable to consolidate / errors / suggestions ..............................A-84
A.6.3.2 Can I use Copy-Paste? ..............................................................A-85
A.6.3.3 No data from dispatch ................................................................A-85
A.6.3.4 When opening a consolidated file, Excel may ask to update links. ..
....................................................................................................A-89
A.6.3.5 Info on file structure ....................................................................A-89
A.6.3.6 2Log handling on Cape Verde and long haul flights .................A-93
A.6.3.7 Commanders’ responsibilities. ...................................................A-93
A.7 Explanation of EDP loadsheet & loadmessage .......................................A-94
A.7.1 EDP loadsheet (See specimen above)..............................................A-95
A.7.2 EDP loadmessage – LDM (see bottom of EDP) ...............................A-99
A.8 Laptop tool for mass and balance (MAB tool) .......................................A-103
A.8.1 Flight crew entries ............................................................................A-104
A.8.2 Results not the identical on both pilot laptops .................................A-105
A.8.3 MAB tool loadsheet ..........................................................................A-106
A.9 Authorizations .........................................................................................A-108
A.9.1 Take-off & landing ............................................................................A-108
A.9.2 MNPS ...............................................................................................A-108
A.9.3 RVSM ...............................................................................................A-109
A.9.4 RNAV ...............................................................................................A-109
A.9.5 ETOPS .............................................................................................A-109
A.10 Documents and Forms ............................................................................A-111

General Page A-3
A.10.1 Feedback form (Operation manual comments) ...............................A-111

A.10.2 Temporary revision ..........................................................................A-112
A.10.3 General declaration .........................................................................A-113
A.10.4 Birth on board Certificate .................................................................A-114
A.10.5 Disappearance Certificate ...............................................................A-115
A.10.6 Preliminary Death Certificate ...........................................................A-116
A.10.7 Travel document UMNR & YP .........................................................A-117
A.10.8 MAB TOOL loadsheet ......................................................................A-119
A.10.9 Fuelling card ....................................................................................A-120
A.10.10 Trip Info ........................................................................................A-121
A.10.11 Toilet Service sheet ......................................................................A-122
A.10.12 Notification form (Warning letter) .................................................A-123
A.10.13 ASR (Air Safety Report) ...............................................................A-125
A.10.14 Security check form ......................................................................A-131
A.10.15 Cabin Technical Log (CTL) ..........................................................A-132
A.10.16 Volcanic activity report .................................................................A-133
A.10.17 Postflight visual aircraft inspection ...............................................A-134
A.10.18 Volcanic ash irregularity report form ............................................A-135
A.10.19 Fatigue report form .......................................................................A-136

General Page A-4

General Page A-5
Extranet & 2Com user guide Version 10
A.1 Extranet & 2Com user guide
A.1.1 Jetairfly Extranet

Based on the User ID and password the crew member is directed to the Cabin Crew
or Flight Crew version of the Extranet (http://extranet.jetairfly.be/)
A.1.1.1 Cabin Crew version
Primary changes to the extranet for cabin crew is the extra Document storages
where we will publish all official and relevant Manuals, Temporary Revisions and
Memo’s. Therefore we will no longer attach such info to the messages via 2COM, but
send you a simple message via 2COM and upload the document on Extranet. Other
features are an upgraded HR Information area and a Long Haul forum where you can
share your adventures with your colleagues or advise them of this amazingly good
bistro you went to.
Last but not least you can activate the eSign application in the regional crew rooms
(CRL, OST and LGG) from the extranet to report for duty, for which you’ll get a
separate Bulletin.

General Page A-6
A.1.1.2 Flight Crew version
Because all documents and announcements are communicated through Pilot brief, a
simplified version of Extranet has been created for the flight crew members limiting
the documents to catering info only. The vertical and horizontal navigation panel is
self explanatory.
A.1.2 2COM
You can activate 2COM via below button on the extranet

General Page A-7
Following screen is opened:
A.1.2.1 INBOX – Company Messages (CCM only)

On this button you can already see how many new messages you received from
Jetairfly with a clear separation between
a) Mandatory messages which you must read prior to your duty.
b) Messages not necessarily to be read prior to your next duty.
Once you click on the button, you’ll get an overview of the messages. Mandatory
messages are marked in yellow and flagged.
Click on the message to read it. After you read the message, the title will no longer
be bold.
A.1.2.2 Flight Briefing Information (CCM only)

Next to the Inbox – Company Messages, you have the button “Flight Briefing
Information”. Just by entering the flight number you will get a list of documents which
matched your criteria, e.g. the Paxport lists and Special Flight Briefing Memo’s.

General Page A-8
A.1.2.3 INBOX - Personal Message

When you click on the ‘Personal messages’ button, you can read your personal
messages sent to you by other crew members.
In the table, you can find the title of the message, the sender of the message, and
the date. When you press the ‘preview’-icon or the title, you will see the entire
message. You can also delete the message by clicking the ‘delete’-icon.
A.1.2.4 Send a message

You can send your own message to a Jetairfly department or other crew member by
clicking the ‘Send a message’-button.

General Page A-9
When you click on the ‘Send a Message to department’-button you continue to the
screen below.
When you click on the ‘Send a personal message’-button you can send a personal
message to any of the other crew members. You can input the title, select a user,
input a message, copy your private email address and if you want add an
attachment.

General Page A-10

General Page A-11
Flight crew laptop Version 10
A.2 Flight crew laptop

Every flight crew member is equipped with a laptop to help prepare the flight and
have the operational documentation readily at hand.
The crew room at every station is equipped with a suitable printer to print the
required documents before the flight.
If a flight crew member laptop fails, the company IT department will forward a laptop
with the standard company tools installed. Erratic batteries can also be replaced by
the IT department.
If a printer fails, documentation can be send to the handling agent via internet, e-mail
or fax for local printing.
The following back-up scenario is applicable in case no laptop is available to the

flight crew:
– Pre-flight folder => printing by handling agent
– MAB tool => electronic EDS (see OM part B)
– TOperf => telephone/fax from the GOC in Hannover (dispatcher)
– Documentation => paper copy on board and in the crew room
– Other reports => paper copy available
ICT laptop support

A complete re-formatting of your laptop (meaning loss of all personal data), and
reinstallation of the required company software will be performed when:
 laptop problems occurred due to installation of private software;
 interventions from ICT on your laptop exceed 30’ effort.
Backup and restore of personal data

Backup preceding “complete re-formatting”:
 Backups of personal data (files and mail files) are to be performed by the pilot.
Restore after “complete re-formatting”:

 Restores of personal files and mail files are the responsibility of the pilot.
 Re-installation and reconfiguration of private software and applications are the
responsibility of the pilot.
 Company mail files, as long as these are not mixed with private mail accounts
in the same (Jetairfly Outlook) mail client, are restored by ICT.
Note: During the waiting period a spare laptop is available at OCC.

General Page A-12
A.2.1 Disabling Microsoft automatic updates
A.2.1.1 Introduction
Microsoft releases automatic updates for its products. Sometimes these updates
change the security configuration of the Windows operating system drastically with
several undesired effects as result.
After installation of an update, the pilot laptop may be unable to use the 2Sync
application over internet connections. This does not affect synchronization in the
crew room(s).
On many laptops, the ‘Windows Automatic Updates’ option is enabled. This allows
unattended / unsolicited installation of updates on the laptop.
The procedure below describes how to disable the ‘Windows Automatic Updates’
option on the Jetairfly pilot laptops and avoid the automatic installation of updates.
Using a memo, the company will suggest to enable or disable the update function.
The default setting is to update the laptop after approval by the pilot. By default, the
pilot should install all updates except for large service packs (such as SP 1, SP2 or
SP3). Large service packs should only be installed after a formal “go” from the
company published in a memo.
A.2.1.2 Procedure to change Windows Automatic

Updates
Click ‘Start’ button, ‘Settings’, ‘Control Panel’. Then select ‘Automatic Updates’ icon

General Page A-13
Select ‘Turn off Automatic Updates’ and press ‘Apply’ to cancel the update function.
The preferred choice is: “Download updates for me, but let me choose when to
install them”. Then do not install service packs unless requested by the company to
do so.
A.2.1.3 Procedure to revert the installation

Reversion of the updated installation is sometimes not possible. Even after uninstall
of the update and re-application of a patch, 2Sync problems may persist.
In case you have installed a conflicting update on your laptop, please contact the
Jetairfly ICT department – a fresh install of your laptop may be inevitable.
A.2.2 Pilot Wireless Network Connections (BRU

building 45 only)
A.2.2.1 Introduction
This describes the first time configuration and use of the wireless network
communication setup on Jetairfly pilot laptops.

General Page A-14
A.2.2.2 Description
Wireless network configuration

 First, consult the Jetairfly local ICT department for installation of the WPA-PSK
key on your pilot laptop. Without this intervention you will not be able to
connect to the Jetairfly wireless pilot LAN.
 Right-click the wireless network connection icon in the system-tray (bottom of

the screen) and select “View available wireless networks”
 Select the “goliath” network from the list and press the “Connect” button.

General Page A-15
 Your computer will now acquire a network address.

This can take a few seconds.

General Page A-16
 At the same time, your wireless network icon in the system tray rotates, this
indicated that your computer is trying connecting to the wireless network.
 After the wireless network connection is established, the wireless network icon
in the system tray and the network control panel indicates the connection
status
A.2.2.3 Troubleshooting
 Problem: I can not connect to the wireless network?
Answer: Make sure that the wireless button in front of your laptop is
switched on.

General Page A-17
1. Fujitsu 7020 and S7110 laptop:

Switch the wireless button on
2. Fujitsu Amilo Si1520 laptop:

Press the wireless button on the front panel near the
power button
3. Fujitsu U9200 laptop:

Press the wireless button on your laptop. This pops up the
‘Wireless Selector’ screen. To enable the wireless card, select
the on option button and press OK
 Problem: I cannot see any wireless networks.

Answer: Switch on the wireless button in front of your laptop (see above)
and press F5 to refresh the wireless network connection screen.
 Problem: The signal strength is very low when I leave my workplace and
go to another place.
Answer: Disconnect the wireless network and reconnect to it.
 Problem: I have a visitor and he or she would like to connect to the

internet
using the company wireless network.
Answer: Contact the local ICT department at 02/712.9735
 Problem: The wireless network is very slow.

Answer: Use the cable to connect to the LAN – a wireless connection is
the ideal option for comfort – a cable connection the best option
for speed!

General Page A-18
eSign-in Version 10
A.3 eSign-in
A.3.1 General
Prior to each flight, (commercial, positioning or ferry), as well as prior to travelling or
positioning by company ground transport to a regional airport or training location (ex.
fire drill, security course, wet drill, evacuation training) the crew members need to
sign in* via the eSign-in workstations, the earliest 3 hours prior to STD.
Crew members travelling by own means to a regional airport to perform a flight shall
sign in at the crewroom at the regional airport.
Crew members travelling by own means to a training location and who do not require
company ground transport if it was foreseen in IDPS, must inform OCC at the latest
24H on beforehand.
Whenever a crew member expects that he will not be on time for sign-in, OCC must
be informed immediately.
Notes:
 Regardless the kind of flight (positioning, ferry, commercial) the Sign-in time is
always the sign-in time that applies to commercial flights.
 When called for a duty when in S45 or open roster, sign in via eSign-in is
required
 After an overnight in a hotel on a base equipped with eSign-in workstations,
eSign-in is mandatory:
BRU, CRL, LGG, OST, CMN, AGA and RAK
 In case of a company ground transport, the planned departure time of the taxi
is the Sign-in time.
All times shown are in UTC.
A.3.2 Starting the application
BRU crewroom procedure

The eSign-in workstations are ready for use with the eSign-in application. The
following window will appear on your screen:

General Page A-19
eSign-in Version 10
Regional airport procedure

Sign-in at regional airports is done via the workstations in the regional’s airport
crewroom. For sign-in at a regional airport, 2 options are available:
Option 1: sign-in via shortcut on desktop

1) Log on to the Workstation with login ‘crewroom’ and password ‘crewroom’.
2) Double click the e-Sign In icon on the desktop:
3) The welcome screen will appear (enlarge the window as required so that the
full screen image (see below) is displayed).

General Page A-20
eSign-in Version 10
Option 2: sign-in via Jetairfly extranet

1) Log on to the Workstation with login ‘crewroom’ and password ‘crewroom’.
2) Connect to the ‘Jetairfly Extranet’ and log in with your personal user account
and password (same procedure as for consulting your 2Com messages).
3) From the Jetairfly Extranet start page, select the ‘Regional Airport e-Sign In’
option at the top of the screen.

General Page A-21
eSign-in Version 10
4) The following screen will appear:
5) Click on the “Continue to Regional Airports e-Sign In” link.

6) The welcome screen will appear (enlarge the window as required so that the
full screen image (see below) is displayed).

General Page A-22
eSign-in Version 10
A.3.3 Sign-in procedure

Once you have the welcome screen in front of you, move your company badge
slowly over the badge reading area on the table.
The card reader will identify your badge and within few seconds show your name,
3LTR code and planned flight.

General Page A-23
eSign-in Version 10
You should now get the following screen confirming you are properly signed in.
A.3.4 Problem solving (if required)
The crew member can not sign in

Whenever there is a problem signing in, crew members must report this to OCC.
The crew member chose a wrong flight

When a crew member signed in for the wrong flight this shall be reported to OCC.
The eSign-in application does not start at all

When the eSign-in application does not start, report this to OCC.
 At BRU a paper sign-in sheet shall be made available by OCC and this will be
signed by the crew members.
 At regional airports, the individual crew members shall call OCC to sign in..
At BRU the Windows login screen is shown or the computer is shutdown

Report this to OCC.
OCC can reset the computers, if not a paper sign-in sheet shall be made available by
OCC and this will be signed by the crew members.

General Page A-24
2Sync Version 10
A.4 2Sync
A.4.1 Description
2Sync is synchronization software installed on the pilot laptop and is used to keep all
documents and other software up-to-date. It is also used to download the CBP.
Flight crew shall perform a pre-flight synchronization prior to every flight.
A.4.2 Starting up 2Sync

Synchronization via 2Sync can be done over the company network and over the
internet.
Company network
The program can be started by clicking the 2Sync button in the JAF Pilot shortcuts
folder.
Internet
The program can be started by clicking the 2Sync button in the JAF Pilot shortcuts
folder. A website will open where you need to login with your Jetairfly login and
password. Once you are logged in, 2Sync will perform a restart and it is ready to start
synchronizing.
Alternatively 2Sync can be started by going to the website: https://2sync.jetairfly.be .
Once synchronization is completed sign out at the 2Sync website by clicking on the
“Sign Out” button in the right upper corner.

General Page A-25
2Sync Version 10
A.4.3 Pre- and post flight procedures
Pre-flight
The following procedure should be followed prior to the flight:
1. Start up 2Sync.
2. Click on the “Pre Flight” button.
3. A pop-up will appear asking a 3 letter code.
4. Fill in the 3 letter code of the commander for the flight.

5. Synchronization starts.
6. If synchronization is successful the 5 pre-flight buttons will change to a green
colour

General Page A-26
2Sync Version 10
7. A webpage will open with company announcements.

8. Exit 2Sync by pressing the “Exit” button.
Try to exit 2Sync as soon as possible after synchronization. When the “Exit” button is
pushed 2Sync will perform a system update if required and this can take some time.
For other functions, refer to subchapter “Detailed description”.
In case of unsuccessful synchronisation one or more buttons will change to a red

colour. Refer to subchapter “Troubleshooting”

General Page A-27
2Sync Version 10
Post flight
The following procedure should be followed after each flight:
1. Ensure 2Log is consolidated.
2. Start up 2Sync.
3. Push the “After Flight” button.
4. Synchronization starts.
5. If synchronization is successful the “After Flight” button will change to a green
colour.
6. Exit 2Sync by pressing the “Exit” button.
In case of unsuccessful synchronisation the ”After Flight” buttons will change to a red
colour. Refer to subchapter “Troubleshooting”.

General Page A-28
2Sync Version 10
A.4.4 Detailed description
1. Secondary synchronization buttons

These buttons allow synchronization of separate items:
 Flightbag: CBP synchronization
 Take Off: ToPerf / MaBtool synchronization
 Pilot Brief: Pilot Brief synchronization
 Info: synchronization of the info folder on pilot brief
 Lido: synchronization of LIDO updates
 Other: depending on function within the company other buttons may be
installed
2. Pre flight
This buttons synchronizes the following items:
 Flight Bag
 Take Off
 Pilot Brief
 Info

General Page A-29
2Sync Version 10
3. After flight
This is the default after-flight sync button. It will take care of the after flight upload of
your 2Log files and other logs to the back office systems
4. Sync server selection

2Sync selects the nearest sync server to synchronise with. The choice can always be
overruled by selecting a server yourself (in case of server fails).
5. Upload status indicators

These are status indicators of files that return from your laptop towards the
synchronization server.
6. Information field
Information on your connection and other 2Sync system events are shown, e.g. when
an update of 2Sync is foreseen, status of LIDO updates.
7. Pilot identification window

This window shows your 3-letter IDPS pilot code. This code cannot be changed by
the pilot self.
8. Status indicator
Indicates 2Sync activity: busy or idle.
9. Status description
Shows current activity of 2Sync.
10. Logs
Separate tab where all logs are displayed. For IT purposes only.
11. Navigation links

Separate tabs which allows opening several items:
 Announcements: announcement page
 2Sync inbox: folder which contains information for the pilot such as company
overview files of 2Log, overview of flown hours etc.
 Pilot brief: link to pilot brief
 Flight bag files: link to folder containing CBP
 Etc.
12. Exit
When pressing the exit button, a system (newer versions of 2Sync, shortcuts, ...) are
synchronised.
13. Stop Sync

Allows stopping synchronization.

General Page A-30
2Sync Version 10
14. Download volume indicators

To allow pilots to check the amount of data to be transferred before starting the
actual synchronisation, download volume indicator buttons are available. The
download indicators apply to the largest synchronisation folders only: Info and Lido.
An extra info field is shown with information on synchronization size.
15. Progress bar

The progress bar shows the progress per separate synchronization item.
A.4.5 Troubleshooting
General
In case of software or synchronization anomalies, a report must be sent to the EFB
support team: efbsupport@jetairfly.be
Common errors
Pre flight / after flight synchronization fails / turns red in the crew room
Try the following steps in this order:
 Use / switch network cable
 Select different server
 Use connection over the internet
 Use contingencies as described in chapter “Flight crew laptop”
Pre flight / after flight synchronization fails / turns red over the internet
Make sure a connection with the portal connection is made. If unsure about the
connection, do a manual login via http://2sync.jetairfly.be
If still unable to synchronize, use contingencies as described in chapter “Flight crew

laptop”.
During synchronization “Your disk is full” appears

Delete unnecessary personal files. 2sync is unable to write files to the pilot laptop.

General Page A-31
2Sync Version 10
Only the flight bag button turns red

Check the flight bag folder for the CBP. If it does not contain the CBP, contact OCC
and inform that the CBP is not present. If OCC confirms that the file is present and
flight bag synchronization fails, download the CBP manually via the website.
A.4.6 Electronic route manual (eRM)

The TUI Pilot Laptop Synchronization program (2Sync) supports download of the
Lido eRM (Lido Electronic Route Manual) update revision files.
The Lido button allows optional downloading of eRM files to the pilot laptop.
Downloaded files will be effective in the Lido eRM application after installation with
the ‘Lido eRoute Manual Updater’ tool (shortcut located in the ‘JAF Pilot Shortcuts’
desktop folder).
A.4.6.1 Important remarks

 The Lido Update function is not included in the ‘STANDARD PREFLIGHT
SYNC’ procedure; eRM revision downloads are only downloaded on demand,
and after clicking the ‘Lido’ button.
 Please note the eRM informational messages that appear in the Information
window at the bottom of the 2Sync screen
 Lido eRM revisions downloaded with the 2Sync program are

effective in the ‘Lido eRouteManual’ application only after
installation with the ‘Lido eRoute Manual Updater’ tool (shortcut
located in the ‘JAF Pilot Shortcuts’ desktop folder).
A.4.6.2 Download of Lido eRM revision data using 2Sync

All available eRM revision data files can be downloaded to the pilot laptop by
pressing the ‘Lido’ button at the right side of the 2Sync screen.
The green coloured ‘Lido’ button and the 2Sync Information window will indicate the
eRM revision synchronization status:
The 2Sync program will install the update packages in the c:\pilot\Lido folder.
After the successful download of eRM revision files using 2Sync, start
‘Lido eRouteManual Updater’ program (shortcut located in the ‘JAF
Pilot Shortcuts’ desktop folder) to install the downloaded revision files
in Lido.

General Page A-32
2Sync Version 10
Chart updates installation
Pilot laptops with a Windows 7 operating system

Follow the Chart Updates installation procedure as described below to set your Lido
eRoute Manual up to date.
 Open the Lido eRouteManual Updater. Double click the desktop icon:
 The program will automatically start the update(s), the following screen will
appear:
No further action is required. The self extracting program will install all Lido revisions
that are available on your laptop after synchronizing. If several revisions are to be
installed, they will be installed automatically in the correct sequence
Lido eRoute Manual startup

Double click the Lido eRouteManual icon to start up the application:
Accept the License Agreement (only the first time).

General Page A-33
2Sync Version 10
The start up screen now appears:

General Page A-34
2Sync Version 10
Make sure that the current database is selected:
After successful installation of all updates in eRM, the 2Sync will indicate a ‘Your Lido
eRM revisions are up to date’ message in the information window.
The 2Sync program verifies the Lido eRM download revision increments and
comments if revisions are available on the server for download that have not been
synchronised/installed to/on the pilot laptop yet.
If all available Lido eRM revisions are synchronised to the pilot laptop and installed in
Lido using the ‘eRouteManual Updater’, the 2sync information window shows:
If all available Lido eRM revisions are synchronised to the pilot laptop but not (yet)
installed in Lido using the ‘eRouteManual Updater’, the 2sync information window
shows:
If Lido eRM revisions are missing on the pilot laptop and hence not available in the
Lido eRouteManual application, the 2sync information window shows following
message:

General Page A-35
2Sync Version 10

General Page A-36
Easybrief package Version 10
A.5 Easybrief package

The Crew Briefing Package (Easybrief Package) is an electronic pre-flight briefing
package which is provided before each flight. It can contain the following sections:
 Flight Plans
 Enroute weather reports, containing:
o Cover page
o Company crew notices
o Weather briefing
o Notam briefing
 Route plot for long haul operations
 Weather charts
Note that chart notams are not included in the Easybrief Package. Instead, they can
be found as a separate pdf file in the crew folder after synchronisation.
There are 2 methods to download the Easybrief Package:

 2Sync
 Web based (Easybrief)
A.5.1 Sections
Easybrief package contents:

 Flight Plans
 Enroute weather reports, containing:
o Cover page (‘WXE Report 1’)
o Company crew notices (‘WXE Report 1’)
o Weather briefing (‘WXE Report 1’)
o Notam briefing (‘WXE Report 1’)
 Route plot for long haul operations
 Weather charts (‘WXE Report 2’)

General Page A-37
Route Plot
Long haul
The route plot shows:

 the planned route with the waypoints and wind at each waypoint
 the ETOPS area of operation (circles)
 the ETPs with arrows showing the direction of the ETOPS diversion airport
together with the initial heading and the ground distance

General Page A-38
 the EEP and the EXP

 the NAT tracks
Weather charts
Significant weather charts and upper wind charts are provided.
Attachments
In some cases attachments are added to the Easybrief Package (e.g. VAAC charts).
A.5.2 2Sync
The Easybrief Package together with the chart notams are downloaded to the pilot
laptop when doing a pre-flight synchronization.
The Easybrief Package is saved on the laptop in the C:\Pilot\FlightBag directory

under a subfolder with the pilot 3-letter code id:
For your comfort: double click the ‘Easybrief Package’ icon in the “JAF Pilot
Shortcuts” map to gain quick access to the flight bag folder:
The file Viewbrief contains the briefing package.
A.5.3 Web based (Easybrief Package)

The briefing is also available via the internet using the Jeppesen briefing tool as
described below. Easybrief can be opened by clicking on the relevant link within the
Intranet (http://gold.jetplan.com/easybrief/).

General Page A-39
User authentication process:

 http://gold.jetplan.com/easybrief/
 Username: jetairflycrew
 Password: TUItravex1
With each Package request Jeppesen creates a flight related NOTAM and SWX-
briefing for the requested series of flights. The system is connected directly to a world
wide NOTAM and SWX database which provides latest information at time of
request. All weather and charts are applicable to the flight’s time window. You can
also download additional weather and charts should you want to (see further below)
Each briefing includes information about all required aerodromes plus extra
aerodromes selected by the dispatcher or requested by crew.
In order to get your Easybrief Package, you will need the date of flight and all
flightnumbers. Insert username, password, flight number(s) and date of flight and hit
‘Secure login’.

General Page A-40
Version 10
You will be redirected to the following page:
Easybrief will automatically create the briefing package for the flights which were
introduced on the previous page. Once the briefing has been created, you can open
it through the ‘View EasyBrief PDF’ button.
In case you require addtional info, you can also request extra weather, notams and
charts. The layout is self explanatory:

General Page A-41
2Log Version 10
A.6 2Log
A.6.1 Pilot quick start
A.6.1.1 Synchronize using 2Sync

Synchronization insures the pilot has the latest version of 2log. It deletes all input
files older than 5 days. After laptop synchronization, the pilot opens master file
“2Log.xls”. The pilot has to enable Macro’s if requested by the security settings of the
local Excel application.
A.6.1.2 Open
On the main screen, clicking the “New flight” button causes the “file open” dialog box
to appear similar to the one hereafter. The B787 drawing may be replaced by any
other drawing.

General Page A-42
2Log Version 10
The pilot is presented with the list of three letter codes of pilots with files that he
synchronized. The folder of the associated crew member is opened to display the
XML files.
When selecting the flight, use the flight

number to identify the input (not the
Skytrack file). The input file is integrated
in 2Log, this new file is then renamed,
saved and displayed for editing.
If using the cancel button, the program will start a wizard to create a log from scratch:
The wizard may be canceled if no new flight is to be created. See chapter “Common
issues”, “The manual flight dialogue boxes” further down to create a flight from
scratch.

General Page A-43
2Log Version 10
A.6.1.3 In crew room

When the flight data is automatically loaded, the Captain summary sheet will display.
The purpose is for the F/O to click on “Print this sheet” in the crew room before
the flight and give it to the commander. On the form, the STD, STA and OFP flight
time is displayed. Apart from the standard schedule, Commercial Time of Arrival
(CTA) is also displayed on the summary. The CTA is the time of arrival as known by
the passengers. This time is the STA + additional minutes. These additional minutes
are based on statistics and are different for each airport (e.g. due to holding,
prevailing tailwind, …).
Based on this CTA there is an on-time calculation, calculated with actual foreseen
flight time. An additional 10 minutes buffer is added to this calculation to account for
taxi-in times. This assists the flight crew in giving in flight information to the
passengers.
Crew information including dead heading crew, handling items and handling
frequencies are also displayed on the form. The commander can write down extra
items.. At a convenient moment, the F/O will include all the written comments in the
captain’s report sheet.
An additional box for emergency data is displayed. These are the items ATC will
require from the flight crew in case of an emergency.

General Page A-44
2Log Version 10
After printing this sheet using the “Print this sheet” button, the “Pilot input sheet” is
displayed. Check that the local time at departure (Time Z dep) is correct.
If the data in the XML file is not correct (e.g. due to a late crew change), correct the
crew names on the ‘Crew sign & DH’ sheet and flight leg data on the ‘Legs & relief’
sheet:
When the data is correct, minimize Excel until further data can be entered on board.
Minimizing and maximizing Excel is the fastest way to use the 2Log program. You
can use the minimize button in the upper right corner of the screen and click it.
You can also use the taskbar and click on the Excel button:

General Page A-45
2Log Version 10
A.6.1.4 On board
Fill in the “Pilot input” sheet:
 Note: after a “return to the gate” do not fill out a 2Log.
Start from left to right and from top to down.

Fill out red, white and blue boxes. Do not use copy-paste, except on white fields. See
info on colour codes further down.
The program will turn missing cells in red and announce the status in the ‘Status
panel’ to aid completing all data. Pressing the ‘Help’ button opens this file as a
searchable PDF.
Verify that the fuel figures are correct (fuel is 30% of our total costs, so the
verification of the invoices is extremely important!). Also verify that the fuel
supplier is correct, if not change it!
If part of the legs is flown with another commander (and F/O remains the same), a
button for partial consolidation will be shown on the ‘Pilot input’ sheet. This button
must be pushed before the first commander leaves the aircraft, this consolidates and
locks the data of the legs flown by the first commander.

General Page A-46
2Log Version 10
If applicable, set relief times in the ‘Crew & legs’ sheet (this is a EU-OPS-1
requirement and times must be exact):
Add comments in the ‘Flight crew report’ at the bottom of the 'Pilot input' sheet
(including duty-related reports).
Crew sign and DH is used to fill out dead heading methods and times, and keep track
of the duty performed by each individual.
GND data is used to give a brief overview to the crew of services at each airport.
Passenger assistance and Services can be found at the bottom of the 'Pilot input'
sheet, just above the Flight crew report (this info is used to check the invoices
afterwards. The information you enter on this sheet is important for invoice
tracking!
Note that with 'Services' 2Log needs to know if the APU of the Aircraft was
inoperative when a mobile GPU was used.

General Page A-47
2Log Version 10

General Page A-48
2Log Version 10
A.6.1.5 Back in the crew room

Make sure all the captain’s report items are included in 2Log. This allows automatic
follow up of these reports.
If commander’s discretion was used for flight time limitations, verify that the
commander filled in the Flight crew report (mandatory):
After all data is entered, the F/O will select the ‘Main sheet’ and push the ‘Print’
button.
The ‘Print dialogue box” will show to allow you to select the correct printer.

General Page A-49
2Log Version 10
Verify all data on the paper copy. If all is correct, let the commander verify and sign
the paper copy. The F/O will then select ‘Consolidate’ to freeze all data and prepare
the data for the company network.
A verification box will pop-up:
After successful consolidation, a confirmation will show:
Thereafter, the F/O must synchronize his laptop with the company network. This
allows the files to be send to the company network.

General Page A-50
2Log Version 10
A.6.2 2Log detailed editing
A.6.2.1 Basic structure and worksheets

The 2Log is a standard Excel application. It is protected to avoid errors.
The standard Excel toolbar is available, including Excel standard commands. If you
are not familiar with Excel, only use the save button (small disk):
Save your work regularly to prevent it from getting lost.
A pilot has the following screens:

 Main screen for basic tasks and functionality
 Pilot input to fill leg data, pax assistance and services, Flight crew report and a
button for partial consolidation (only in case of 2 commanders)
 Codes as a reference for Fuel and Delay codes
 Legs & relief to change flight data, enter relief times and pilot logbook fill in
instructions
 Crew sign & DH to manage the specific duty and DH of each individual.
 GND data for ground handling costs
 CFR-General
 CFR-Pax irregularities
 CFR-Free text
 Volcanic activity report is the digital version of the former paper report.
 AutolandSurvey is the digital version of the former paper survey
 Crew transport survey when reporting on crew transport quality is required
 LIDO chart report when chart(s) need replacement
 CaptSum for printing before the flight, the form can be used to prepare the
captain’s report (quick write down)
 J-Log to preview the printed journey log
 Company overview gives a printable overview of ‘important’ 2Log entries.
 Duty displays duty regulations for applicable company

General Page A-51
2Log Version 10
These are visible at the bottom of the screen as Excel worksheet tabs:
To view any of these worksheets, click on its tab. Some of the tabs are only visible
when applicable (e.g. Volcanic activity report, Crew transport survey,…)
A.6.2.2 Colour codes

A worksheet can contain different colors. For example, on the “Pilot input” sheet:
Green-blue to
indicate a label. It
cannot be edited.
A white cell can be

edited
Exception: a print
preview may be
white, however it
cannot be edited
A bright blue cell is

filled out using a
smart fill-out feature,
but the pilot can
overwrite this if he
wants to change it.
Do not copy-paste
into a blue cell as
this could have
unwanted results.

General Page A-52
2Log Version 10
When you click

on a bright blue
cell, a formula
may appear. If
you want to
change such a
cell, just delete
this formula
and type your
new data.
A yellow cell
contains calculated
results, it cannot be
edited.
Red numbers are
used for important
data or to indicate
totals
A status panel has

red labels if a
required data field
has not yet been
filled out. Compare it
to an aircraft
annunciator panel.
The data cell itself,
in many cases, will
turn red also to
indicate where data
is missing.
A red data cell

indicates missing
data that should be
filled in as soon as
possible. The cell
can still be edited.
Cost info panel. It

displays black

General Page A-53
2Log Version 10
numbers on a green
background if the
numbers are
favourable.
A calculated cell
remains black font
on yellow
background if it does
not need a report.
It turns red font on
pink background if
the condition must
be reported (code
required)
A cell turns yellow
font on dark pink
background to
indicate a very
special condition
that must be
reported. This cell
cannot be edited. In
this example less
fuel than the OFP
fuel is on board.
Some white cells

can be filled out
from a list (click on
the cell and then the
arrow to see the
list), e.g. the three
letter codes of the
pilots.
Some labels and

yellow cells indicate
reference data.
These cells cannot
be copied.

General Page A-54
2Log Version 10
When clicking on
some cells, tip tools
appear with info on
how to enter data.
If the data does not

pass the validation
test, a box appears
with information on
the error.

General Page A-55
2Log Version 10
A.6.2.3 Main screen

Click on the “Main” tab, near the bottom of the screen.
The main screen opens.
The 787 drawing is for cosmetics only and may be replaced by any other figure.
The main screen has six buttons:

 “New flight” to start with a new flight
 “Edit flight” to open and edit the current flight (e.g. if Excel has been closed).
 “View old flight” to view and print a previous flight that has been consolidated
(editing this file is not possible any more)
 “Print” to print the actual flight logs
 “Consolidate” to close the flight and freeze all the logs
 “Help” to open this bulletin as searchable PDF file.

General Page A-56
2Log Version 10
A.6.2.4 Pilot input worksheet

This is the basic screen to fill out leg data. Note that there is a scrollbar on the right
allowing scrolling down to fill in all areas as described below.
It contains different areas from top to bottom.
Header
The header contains self explaining labels and some fields that can be edited.
The fields that can be edited are:
 Time Z dep.: fill out the correct time zone at the departure airfield
 Type of flight: Check correct type(default: JAF= Scheduled)
 Legs: adjust this number if you fly an extra leg, new lines will open to fill in
your data. Maximum number of legs is 9. Minimum displayed is 3, leave
unused lines blank, disregard pre-filled cells
 Type of flight is MH (medium haul) or long haul (LH). This influences rest and
duty and cannot be edited by the pilot.
 Distance NM: the total GC distance for the planned legs. This is for reference
only
 Help button: Opens this document as searchable PDF.
 Partial consolidation button: Pressing this button consolidates and locks data
of the legs flown by the first commander. (Button only showing in case of 2
commanders)

General Page A-57
2Log Version 10
The flight log
The flight log contains primary data about each leg.

 Date (start of leg). Use dd/mm/yy format to adjust, e.g. 10/11/07
 From: Departure airfield 3 letter IATA code
 To: Arrival airfield 3 letter IATA code
 De-ice: At departure field select Yes or No, default is No
 De-ice liters: Liters of de-icing fluid used during de-icing procedure.
 Dep Gate: Fill out departure gate (it copies the previous arrival gate)
 Off blocks: UTC time of blocks off in four digits (no separator)
 Take off: UTC time of take off in four digits (no separator)
 Landing: UTC time of landing in four digits (no separator)
 On blocks: UTC time of blocks on in four digits (no separator)
 Arrival gate: Number of arrival gate (allows us to check airport invoice)
 Airborne time: Calculated flight time and total
 Block time: Calculated block time and total
 ETOPS: ETOPS operating time and total, default is zero minutes per leg,
(four digits, no separator). ETOPS time is the time when the
aircraft is outside the 60 minutes distance circles (e.g. B767).
ETOPS time is reported to Boeing for fleet statistics.
 Night time: Night time and total, default is calculated per leg using all
parameters and with great precision, adjust only to
correct an error (four digits, no separator)
 IMC: Calculated IMC (sometimes called IFR) time and total, this is in
accordance with JAR-FCL real IMC time, not IFR flight plan time.
Default is 15 minutes per leg, adjust to reflect reality (four digits,
no separator)
Pilot flying and approach info

 PF for TO: Pilot flying (3 letter code) for take-off

General Page A-58
2Log Version 10
 PF landing: Pilot flying (3 letter code) for landing

 Autoland:
o Tick the type of approach in function of the used minima (even if the ILS
was not certified for these minima)
 Example: The ILS is certified CATI but for training a CATIIIA is
performed (in good weather) mark CAT3A.
 Landing RWY: Landing runway following the low visibility approach
Note that in case of an unsuccessful autoland attempt, the Autoland Survey form
must be completed. Tick “simulated” in the “Autoland” dropdown box if the approach
was for training only
Loadsheet data
The loadsheet data is data copied from the official loadsheet (EDP or MABtool).

 Actual ZFW: ZFW on official loadsheet adjusted for LMC, not rounded
(1kg precision)
If you have an electronic loadsheet (EDP), look at the bottom of the loadsheet to
easily fill out the following (leave unused destinations blank, adjust numbers for
LMC):
 Dest 1: First destination on loadsheet, airfield 3 letter IATA code

o Male (adult): Total males (or adults if reported as such) to this
destination (excluding all other destinations)
o Female: Total females (or zero if total adults are reported) to this
o Child: Total children to this destination (excluding all other destinations)
o Infant: Total infants to this destination (excluding all other destinations)
 Dest 2: Second destination on loadsheet, airfield 3 letter IATA code

o Male (adult): Total males (or adults if reported as such) to this
o Female: Total females (or zero if total adults are reported) to this
o Child: Total children to this destination (excluding all other destinations)

General Page A-59
2Log Version 10
o Infant: Total infants to this destination (excluding all other destinations)
 Dest 3: Third destination on loadsheet, airfield 3 letter IATA code

o Male (adult): Total males (or adults if reported as such) to this and
subsequent destinations (if any)
o Female: Total females (or zero if total adults are reported) to this to this
and subsequent destinations (if any)
o Child: Total children to this and subsequent destinations (if any)
o Infant: Total infants to this and subsequent destinations (if any)
 Ferry flight: Defaults to No if passengers are carried
 Time of reception of the loadsheet: Enter the time (UTC) when loadsheet
was received.
Cargo info
In light of the ETS program, it is of big commercial value that all cargo weights are
introduced in 2Log.
Fill in the received (netto) cargo weight. This weight is indicated on the bottom of the
EDP loadsheet or on the MAB tool loadsheet, as appropriate.
On the MAB tool loadsheet form, the “Total Hold” is the total weight of Cargo, Mail
and Baggage.
Note: HUM is also part of cargo load (and the weight must be included).
Delay, fuel and status panel

Arrival delay is calculating the delay upon arrival compared to the OFP. You can
adjust the planned arrival time in the “Crew & legs” sheet. If entering an extra leg, this
data must be entered first in the “Crew & legs” sheet.
The delay, fuel and status panel is information by the commander to explain the
reasons for a delay, for not carrying OFP fuel and a 2Log status indicator.

General Page A-60
2Log Version 10
Delay
Departure delay:
 Date STD Standard date of departure according to the OFP
 STD: Standard time of departure according to the OFP
 Delay: Difference between STD and pushback (or taxi if pushback
is blank)
 Code 1: Explanation code of why the delay occurred (crew point of view)
See reference list for delay codes on 'codes' sheet
 Time 1: Delay in HHMM (four digits, no separator) caused by code 1
Arrival delay:
 Delay: Difference between STA and landing time.
Dep. delay code will be copied if delay is due to late departure
If more than 3 reasons for a delay are to be reported, enter code 99 in the first box
and explain in “Capt report” sheet.
 Est Cost: Estimated extra costs for the company based on payload and
time. This figure is taken into account when calculating total cost
effectiveness of the flight.
In case landing delay exceeds 3h the company can be subject to denied boarding
compensation. If dep. delay exceeds 2h45, a popup will be shown to give a pre
warning to the crew.
In this case, report all the details and circumstances in the captains report, giving
maximum information.

General Page A-61
2Log Version 10
Delay Codes
Delay Responsible Cause

code for delay
Airline internal codes
00 Company Company IT 2Sync, Paxport, Laptop problems…
01 Handling agent Airside bussing Late arrival of bus at crew entrance
Landside bussing -
02 Force Majeur Late arrival at airport due to enroute traffic.
traffic
Landside bussing – Late arrival at airport due to late bus at
03 Taxi company
other pick-up point.
Late arrival at aircraft due to congestion at
04 Airport Security crew entrance the security check point / additional security
checks (crew entrance only).
Late start of boarding due to crew duty
05 Crew Crew duty free
free.
Others
No gate / stand (own No gate available due to own airline
06 Company
airline) activity.
Late / insufficient PRM assistance at arrival
07 Airport PRM assistance
or departure.
Tec4jets services
Late delivery of pre-ordered oxygen, late
08 Maintenance (other than
pushback…
maintenance)
Scheduled ground Planned turnaround time less than
09 Company
time. company minimum time.
Actual flight time Due to holding, headwind, rerouting. Only
10 Company
longer than scheduled. applicable to arrival delays.
Passengers and baggage
11 Handling agent Check-in reopened Check-in reopened for late passengers.
Check-in not completed by flight closure
12 Handling agent Late check-in
time.
Error with passengers or baggage details
13 Handling agent Check-in error
(e.g. wrong destination)
14 Tour operator Over sales Booking errors (not resolved at check-in)
Late gate agent, late start of boarding after
15 Handling agent Boarding “OK boarding” , too much handbaggage,
error by gate agent,…
Late passengers (own mistake) , slow
Passenger boarding caused by passengers (including
16 Passengers
convenience PRM), offloading passengers (e.g.
sickness)…
17 Tour operator Catering Late or incorrect order given to supplier.
18 Handling agent Baggage processing Baggage processing in sorting area.
Cargo and mail
Late or incorrect documentation for booked
21 Handling agent Documentation
cargo.
Late delivery of booked cargo to airport /
22 Handling agent Late positioning
aircraft.
23 Handling agent late acceptance Acceptance of cargo after deadline.
Repackaging and/or re-labelling of booked
24 Handling agent inadequate packing
cargo.

General Page A-62
2Log Version 10
General sales Excess weight or volume, resulting in

25 oversales
agent reloading or off-load.
late preparation in
26 Handling agent Cargo not in time at the airplane.
warehouse
Mail only
Documentation, Inaccurate documentation; packaging
27 Handling agent
packing problem
28 Handling agent Late positioning Late delivery of mail to airport / aircraft
29 Handling agent Late acceptance Acceptance of mail after deadline
Aircraft and ramp handling
Late / incorrect aircraft
31 Handling agent Late or incorrect loadsheet, gen dec, PIL
documentation
Bulky items, special load, lack of loading
32 Handling agent Loading / unloading
staff, wrong loading distribution.
Lack of or breakdown of equipment (belt /
33 Handling agent Loading equipment highloader at aircraft, …) ; lack of operating
staff
Equipment, staff, airbridge problem,
34 Handling agent Servicing equipment passenger steps / stairs, toilet/water
servicing.
Late completion of aircraft cleaning (not
35 Handling agent Aircraft cleaning
related to late arrival of aircraft)
Late delivery of fuel; excludes late request.
36 Fuelling agent Fuelling / defuelling Long fuelling process due to low fuel flow
rate.
Late and/or incomplete delivery; late
37 Catering Catering
loading
Lack of and/or unserviceable ULDs or
38 Handling agent ULD
pallets
Missing equipment or staff: GPU, air start,
39 Handling agent Technical equipment
pushback tug, de-icing,…
Technical / aircraft equipment
Aircraft defects including items covered by
41 Maintenance Aircraft defects
MEL
Scheduled
42 Maintenance Late release from scheduled maintenance
maintenance
Non-scheduled Special checks or work beyond normal
43 Maintenance
maintenance maintenance
Spares and
Lack of spares, lack of equipment required
44 Maintenance maintenance
to repair aircraft
equipment
Awaiting spare(s) to be carried to/for
45 Maintenance AOG spares
another JAF AOG aircraft
For technical reasons, e.g. a prolonged
46 Maintenance Aircraft change
technical delay
N/A for JAF - Standby aircraft unavailable
47 Maintenance Standby aircraft
for technical reasons
Scheduled cabin
48 Maintenance configuration Crew rest area, cabin divider, IFE change
adjustments
Damage to aircraft
Damage during flight Bird or lightning strike, turb,, (overweight)
51 Forje majeur
operations landing, taxi collision

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2Log Version 10
Damage during ground Collision (when parked), loading / off-

52 Handling agent
operations loading, towing, contamination
EDP / automated equipment
Failure of airport computers: check-in;
55 Airport Departure control
loadsheet,…
Cargo preparation Failure of documentation and/or load
56 Handling agent
documentation control systems covering cargo
57 GOC Flight plans Failure of automated flight plan systems.
Other automated Other automated system, state details in
58 Others
systems Captains report.
Flight operations and crewing
61 GOC Flight plan Error or delay on flight plan by GOC.
Operational Late adjustment of fuel / payload due to
62 Company
requirement wrong booking figures.
FCM departure
63 Crew Late completion of flight deck crew checks
procedures
Missing flight deck Sickness, awaiting standby, duty limit, valid
64 Company
crew visa, health documents, etc.
Flight deck crew Requests not within operational
65 Crew
special request requirements, e.g. crew catering order
CCM departure Late completion of cabin crew checks,
66 Crew
procedures including headcount
Sickness, awaiting standby, duty limit, valid
67 Company Missing cabin crew
visa, health document, etc.
Cabin crew special Requests not within operational
68 Crew
request requirements, e.g. Crew catering order
Captain request for Special request outside company
69 Crew
security check requirements (details in Capt report)
Weather
Below operating limits / low visibility
71 Weather Departure station
procedures
72 Weather Destination station Below operating limits
73 Weather En route or alternate Below operating limits
Removal of ice and/or snow; excludes
74 Weather De-icing of aircraft
equipment-lack of or breakdown
Removal of snow, ice,
Removal of snow, ice, water and sand from
75 Weather water and sand from
airport
airport
Ground handling
High winds, heavy rain, blizzards,
76 Weather impaired by adverse
monsoons, snow, thunderstorm
wx conditions
Air traffic flow management restrictions
ATFM due to atc en-
81 ATC route demand / Standard demand / capacity problems
capacity
ATFM due to atc staff / Industrial action, staff shortage, equipment
82 ATC
equipment en-route failure, millitary exercise
ATFM due to Causes originating from ATC (Closed,
83 ATC restriction at strike, staff shortage, noise, political, night
destination airport curfew, special flights)
ATFM due to weather Low Vis procedures, TS, contaminated
84 ATC
at destination runway, ...
Airport / governmental

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2Log Version 10
Passengers, baggage (including baggage

85 Passengers Mandatory security
search for missing passengers), crew, etc.
Immigration,customs Congestion at immigration, custums,.. etc
86 Airport
health for crew and/or passengers.
Parking stand, ramp, lighting, gate, bag
87 Airport Airport facilities belt, unable to push / taxi due to
congestions,…
Causes originating from dest. (Closed,
Restrictions at
88 Airport strike, staff shortage, noise, political, night
destination airport
curfew, special flights)
Closed, ATC, Wx, Strike, staff shortage,
Restrictions at airport
89 Airport political, noise, curfew, spec, flight, fuelling
of departure
restrictions not caused by fueller,…
Reactionary
91 Company Load connection Awaiting load from another flight.
Passenger or baggage check-in error at
92 Handling agent through check-in error
originating station.
Late arrival of aircraft from another flight or
93 Originating flight Aircraft rotation
previous sector
94 Originating flight Cabin crew rotation Awaiting cabin crew from another flight
Awaiting flight deck crew, or entire crew,
95 Originating flight Crew rotation
from another flight
Re-routing, diversion, aircraft change for
96 Originating flight Operations control
reasons other than technical
Miscellaneous
Industrial action within
97 Company
own airline
Industrial action Industrial action (except Air Traffic Control
98 Strike
outside own airline Services)
No suitable code; explain reason(s) in plain
99 Other Miscellaneous
text
Fuel
 Extra fuel: Calculated extra fuel compared to the OFP adjusted for
actual ZFW (loadsheet).
 Code 1: Explanation code of why this fuel is (not) carried.
See reference list for fuel codes at the bottom left (scroll as
required)
 Code 2: Second explanation code of why this fuel is (not) carried.
 Code 3: Third explanation code of why this fuel is (not) carried.
If more than 3 reasons for a fuel difference are to be reported, enter code 99 and
explain in “Capt report” sheet.
Status panel
The status panel informs the crew of the actual status of 2Log. If essential data is
missing, the appropriate annunciator and the missing field turns red. The labels are
self-explanatory.

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2Log Version 10
If essential data entry is complete, the status panel header turns green.
OFP details
This part should not require pilot intervention, except if the OFP (operational flight
plan) is changed or if data is not available. The bright blue cells contain a copy of
data on the OFP. If a new OFP is received, adjust the figures to reflect the actual
OFP used for the flight.
OFP figures
 JFU: Three letter code of the company.
Entered in “Crew & legs” sheet
 Aircraft reg.: Aircraft registration.
Entered in “Crew & legs” sheet.
 Fuel supplier: 3 letter code of fuel supplier, adjust to reflect reality.
 OFP ZFW: Printed zero fuel weight used on the OFP in Kg
 OFP block fuel: Printed block fuel (not adjusted) on the OFP in Kg
 OFP trip fuel: Printed trip fuel (not adjusted) on the OFP in Kg
 OFP taxi fuel: Printed taxi fuel (not adjusted) on the OFP in Kg
 OFP fuel<1t: Printed OFP fuel adjustment for lower weight (Kg per T)
 OFP fuel>1t: Printed OFP fuel adjustment for higher weight (Kg per T)
 Gain or loss (USD): Gain (+) or loss (-) per ton extra fuel carried in US dollar
Do not add a $ sign, just enter plain numbers and the
number format will automatically display the $ sign.
You can not enter a zero (0), enter +1 instead.

General Page A-66
2Log Version 10
 OFP flight time: Printed OFP flight time (four digits, no separator)
Calculated figures
 Target block fuel: Block fuel adjusted for latest ZFW (OFP or loadsheet)
 Actual block fuel: Fuel on board based on remaining fuel, uplift and density
 Correct trip fuel: Trip fuel adjusted for latest ZFW (OFP or loadsheet)
 Actual trip fuel: Calculated trip fuel based on remaining fuel
 Fuel saved: Correct trip fuel minus actual trip fuel
 Extra fuel in €: Cost of the extra fuel carried
(negative number is extra cost to the company)
This is used in fuel/time relation in the header part of the
“Leg info” worksheet
 Fuel saved cost impact in €: Displays the gain in € if fuel was saved,
displays loss in € if extra fuel has been
burned.
This is used in fuel/time relation in the
header part of the “Leg info” worksheet
Passenger assistance and ground handling services
Always fill in all these ground handling services!

The screen displays the station and all possible services. The pilot can mark in the
white and bright blue cells, the actual service delivered based on the facts known to
the pilot.
Ground handling services should be noted in numbers (e.g.: 4 WCH-R on arrival).

Other services are noted in Yes-No format with a drop-down box, for example:

General Page A-67
2Log Version 10
GPU
Each time a mobile GPU was requested this needs to be reported in 2Log. When
external power was received via another means (e.g. integrated in gate) this does not
need to be reported.
If a GPU was requested (Yes), then mark if GPU was received and if APU was
inoperative (Yes) or APU was working (No).
Airco
Each time any type of air conditioning unit (e.g. integrated in gate, mobile,…) was
connected this needs to be reported in 2Log.
Volcanic ash
If volcanic ash is observed during the flight, mark this in 2Log. Then go to Volcanic
activity report worksheet and complete the report.
Flight crew report

This is the screen to fill out the flight crew report and is located at the bottom on the
Pilot input sheet.
The captain must report all anomalies, so that operations can improve based on
experience. If local issues are at stake, note the airport name in the left column.
Every line is a different cell. Press “Enter” to move to the next cell or use the mouse
pointer. Do not enter text that becomes hidden (due to too long) in the cell, because
the printed report will hide the same text also.

General Page A-68
2Log Version 10
Each time limits on flight duty, duty and rest periods are modified as described in
chapter 7, this must be reported via the flight crew report. It is the responsibility of the
commander. This part of the report will be included in the official duty exceedance
report to the authorities.
A.6.2.5 Codes worksheet
This part displays the fuel and delay codes and is for reference only.
The fuel codes for fuel uplift are on the left, the delay codes on the right. Scroll up
and down to find the appropriate code (one or two digits). It is not possible to select
or copy this part of the worksheet.
Note that a legend has been added to point out the responsible for the delay.
Delay codes are shaded red if the delay code is subject to denied boarding
compensation for the passengers by the airline. In this case, report all the details and
circumstances in the captains report, giving maximum information.
A.6.2.6 Legs & relief worksheet

This is the screen to input relief data, change flight data and contains a pilot log book
hours summary.

General Page A-69
2Log Version 10
Command relief and first officer relief is to be reported with FCM three letter code
(see drop down list) and timing (four digits, no separators).
The table at the middle-left of the screen allows the pilot to adjust legs:
 Date (start of leg, STD).: Use dd/mm/yy format to adjust, e.g. 10/11/07
 Aircraft reg(istration): Plain characters, no dividers needed
 CY: Three letter code of the company (e.g. JAF)
 Flight nr: Commercial flight number
 Dep: Departure airfield 3 letter IATA code
 Dest: Arrival airfield 3 letter IATA code
 STD: UTC standard time of departure in four digits (no separator)
 STA: UTC standard time of arrival in four digits (no separator)
The table at the middle-right of the screen shows crew complement and a original
STD with OCC comment in case of a rescheduled flight.
On the bottom of the screen, the correct way to fill out every pilot logbook is
displayed, based on the data in the 2Log. This table is based on JAR-FCL hour
logging rules. The IMC column may be labeled IFR in some logbooks, but it is the
same data.
If a FCM is acting as instructor or checker this should be indicated in the appropriate

column. The possibilities are:
 Training

General Page A-70
2Log Version 10
 Line Check
If a FCM is receiving training (as a student) or undergoing a line check this should be
indicated in the appropriate column. The possibilities are:
 Dual
 Line Training
 PICUS
 Line check
Dual is only possible during base training.
A.6.2.7 Crew sign & DH worksheet

This is the screen to change or add crew names (and three letter codes), alter active
sectors and dead heading per crew member for correct duty time calculation.
Crew composition contains the name and function of the crew members.
Crew members active sectors can be adjusted to reflect reality in order to track the
duty of each crew member.
Sign in and sign out are automatically calculated from active sector(s) and DH data.
Each time a taxi is entered in these fields the tab “Crew Transport Survey” is
enabled. This allows the crew members to comment on the quality of the taxi service
provided. This function is only enabled for transportation in Belgium.
Use of dead heading method

On the right is an area where the individual crew members can be marked with an
activity code if they are dead heading (positioning). This is useful on empty legs

General Page A-71
2Log Version 10
(cabin crew is on dead heading, flight crew is active crew) or when extra crew
members are positioning.
It is also possible that some crew members sign in or out differently. In that case,
2Log now calculates their sign in and sign out individually.
Extra crew members that are positioning on a single leg of a multi-leg flight need to
be filled out in the space foreseen at the bottom (Extra DH – positioning).
If crew members perform only part of a flight, they can be noted to sign in and out at
a different time (complete active sector and DH data for automatic calculation). If
there is a change of commander, a button appears on the pilot input sheet to
allow partial consolidation.
A.6.2.8 GND data worksheet

The cost of the ground services may be available in the “GND data” worksheet:
A.6.2.9 Cabin Flight Report (E-cfr)

Cabin flight report consist of following 3 tabs

General Page A-72
2Log Version 10
Procedure
The SCCM will hand over a handwritten CFR in the same format as in 2Log at the
the latest 15min after T/O of the last leg (when entering cockpit for meal service). The
FCM will then copy this data into 2Log. Any additional comments hereafter can be
given verbally well before top of descent or alternatively after the flight.
Most inputs can be done by the use of the dropdown boxes. This ensures a quick
input.
If it is necessary to write some text (e.g. in the remarks cell), use the key combination
Alt+Enter to start a new line in the cell.
CFR general
To be used for every flight

General Page A-73
2Log Version 10
Part of the legs flown with other cabin crew members
Change of CCM
If part of the legs is flown with other CCM (and SCCM remains the same), an extra
field is provided to indicate the new working positions.
Change of SCCM
If part of the legs is flown with another SCCM, a button for partial consolidation will
be shown on the ‘CFR-general’ sheet. Pushing this button will save the first CFR and
display a new blank CFR which can then be used for the report of the other SCCM.
For Info: SCCM instructions “How to fill in the CFR”
Crew codes
3letter code has to be placed next to the working position.
Catering – Non catering – Ground handling items

Because the flight crew has to select the expressions out of a drop down box on their
laptop when filling in the CFR, pre-formatted expressions (and nothing else) have to
be entered on the CFR whenever an irregularity has occurred.
Where needed fill in the nbr of missing/ordered items and Y or N to confirm whether
you received these items or not.
Positioning
Whenever a positioning takes place before/after the flight without flight crew, the
SCCM has to fill in the actual positions times
Free Comment
Free comment must be placed in the text box and must always be in ENGLISH AND
CLEAR CAPITAL LETTERS, so it is easy to read for flight crew.
If needed, the backside of the CFR can be used for extra free comment.

General Page A-74
2Log Version 10
Explanation CFR

General Page A-75
2Log Version 10

General Page A-76
2Log Version 10
CFR-Pax Irregularities
Only to be used in case of any pax irregularity such as:

 Pre-seating
 Medical assistance
 Damage report
 Lost and found
 Others
For Info: SCCM instructions “How to fill in the irregularity report”

All appropriate fields have to be filled in.
Pax name and bookingnr is mandatory at all times. (Can be found on the paxportlist)
Free Comment
Free comment must be placed on the backside of the irregularity report and must
always be in ENGLISH AND CLEAR CAPITAL LETTERS, so it is easy to read for the flight
crew.
CFR-Free text

General Page A-77
2Log Version 10
Blanc page.
If it is necessary to write some text, use the key combination Alt+Enter to start a new
line.
CFR - Possibility of editing the E-cfr by the (S)CCM after the

“after flight sync”
In the crewroom, after the 2Log consolidation by the FCM, the E-cfr will be made
available to the (S)CCM via extranet within 5’ after the “After Flight Sync”. This
enables her/him to edit or add very last minute feedback.
MH flights and LH inbound flights are editable until midnight the day after the day of
arrival.
LH outbound flights are editable until midnight 9 days after the day of arrival
Edited files are sent to Captains’ “Flightbag” folder once they are saved on extranet

General Page A-78
2Log Version 10
A.6.2.10 Volcanic activity report worksheet

The Volcanic activity report is a digital version of the former paper report. It is
activated by selecting “Yes” on the “Volcanic ash” box on the worksheet “Pilot input”.
A.6.2.11 Autoland Survey worksheet

The Autoland Survey is a digital version of the former paper survey. A survey must
be completed after each unsuccessful attempt.

General Page A-79
2Log Version 10
Tick “simulated” in the “Approach type” dropdown box if the approach was for training
only
Although a print button is included on each survey, printing is not necessary.

General Page A-80
2Log Version 10
Completed surveys will automatically be saved and synchronized together with 2Log.
A reset button is included on each survey to remove the selected failure reason and
to remove the marks from the runway representations.
Known data will automatically be copied on the form to speed up the input process.
Note that changing ‘Runway’ and ‘Approach category’ can only be done at the
Pilot input sheet.
For marking lateral and touchdown position, click the appropriate position to put the
mark. In case a different position is required, click the required position.
As for all text boxes in Excel, the key combination ALT+Enter can be used to start a
new line.
A.6.2.12 Quality survey Crew transport worksheet

This worksheet is only enabled when a taxi in Belgium is inserted in the Legs & relief
worksheet. In case the commander has a taxi foreseen, the sheet is automatically
filled in with default settings meaning the transport was safe, on time and comfort
was normal. This can be adjusted by the flight crew. For other crew members a blank
copy is foreseen, this can be filled in at the discretion of the flight crew.
The form does not need to be printed, all data is automatically sent to the flight
operations department during the after flight synchronization.

General Page A-81
2Log Version 10
A.6.2.13 Lido chart report worksheet
Use Lido chart report to report on lost, broken or incorrect charts.

 Manual nr: Reference number on the manual
 IATA code: Airfield 3 letter IATA code
 Chart number: Reference number on the chart
 Status: Choose the status from the list
 Report (Free text): Free text to add extra information

General Page A-82
2Log Version 10
A.6.2.14 J-Log worksheet

This is the preview screen of the paper journey log.
It cannot be edited. It can be printed as many times as desired via the main menu.
The commander must sign the paper print that goes back to the company. The
signature is a legal requirement. It also testifies that the required volcanic ash
inspection in accordance with OM A 8.3.8.5 has been accomplished.
A.6.2.15 Company overview

This is the preview screen of the company overview.

General Page A-83
2Log Version 10
It cannot be edited. It can be printed (not required) as many times as desired by

clicking the print button on the sheet. This overview is meant for the commander to
verify the most important data entries in the 2Log.

General Page A-84
2Log Version 10
A.6.2.16 Duty worksheet

This is the preview screen of the duty worksheet.
It cannot be edited. It is a legal requirement to send a report to the authorities (the

company will do this) when duty limits are modified. This report should not be printed
anymore by flight crew.
It contains duty and rest info relevant to the flight (including earliest possible next
sign in time).
A.6.3 Common issues
A.6.3.1 Unable to consolidate / errors / suggestions

If you are unable to consolidate, have errors or suggestion, the 2Log team can be
contacted using efbsupport@jetairfly.be.
In case of errors, give a detailed description of the errors encountered including

when. If possible, send a copy of the edit file with your email. The edit file can be
found in C:\Pilot\Flightbag\EJ\Master and will have the following format: Date flight
number edit version number (e.g.: 2012-02-07 JAF2161 edit V4-40.xls)

General Page A-85
2Log Version 10
A.6.3.2 Can I use Copy-Paste?

Yes, but only on white data fields.
Using copy-paste on light blue (or yellow) fields may have undesirable results.
A.6.3.3 No data from dispatch

If there was no previous synchronization or upload from OCC of the data, the “New
Flight “button on the “Main sheet” will propose to prepare a manual Journey log. This
can be used at any time when no pre-entered data is available. This will require the
pilot to enter the data manually. Dialogue boxes aid the process.
The ‘Manual flight’ dialogue boxes.

At any time, click cancel to stop the manual 2Log procedure.
If you click OK then the following boxes appear:
Use capital letters for the three letter code. Press enter.

General Page A-86
2Log Version 10
Digits only. Enter commercial (preferably) number. If this is not available, use ATC
number. Press enter.
Enter date in dd-mm-yy format. This is the date (in UTC) of the departure of the first
leg.
After responding to the dialog boxes, the ‘Crew and Legs’ sheet will display, follow
the dialogue box instructions.
If positioning is to be included in the 2Log, fill in the “DH” sheet also.
Crew sign & DH

Start by entering function, crew three letter codes, names and active sectors for each
crew member;

General Page A-87
2Log Version 10
Then enter leg data on the Legs & relief worksheet:
The table at middle-left of the screen allows the pilot to adjust legs:
 Date (start of leg, STD).: Use dd/mm/yy format to adjust, e.g. 10/11/08
 Aircraft reg(istration): Plain characters, no dividers needed
 CY: Three letter code of the company (e.g. JAF)

General Page A-88
2Log Version 10
 Flight nr: Commercial flight number

 Dep: Departure airfield 3 letter IATA code
 Dest: Arrival airfield 3 letter IATA code
 STD: UTC standard time of departure in four digits (no separator)
 STA: UTC standard time of arrival in four digits (no separator)
Pilot input
Start by entering the OFP data.
The fuel supplier will be displayed automatically, so start with the OFP ZFW.
 OFP ZFW: Printed zero fuel weight used on the OFP in Kg

 OFP block fuel: Printed block fuel (not adjusted) on the OFP in Kg
 OFP trip fuel: Printed trip fuel (not adjusted) on the OFP in Kg
 OFP taxi fuel: Printed taxi fuel (not adjusted) on the OFP in Kg
 OFP fuel<1t: Printed OFP fuel adjustment for lower weight (Kg per T)
 OFP fuel>1t: Printed OFP fuel adjustment for higher weight (Kg per T)
 Gain or loss (USD): Gain (+) or loss (-) per ton extra fuel carried in US dollar
Do not add a $ sign, just enter plain numbers and the
number format will automatically display the $ sign.
After entering OFP data, proceed as for any other flight.

General Page A-89
2Log Version 10
A.6.3.4 When opening a consolidated file, Excel may

ask to update links.
Click “Don’t update”, as the data is frozen after consolidation. The data will be correct
and all sheets can be printed as desired using the standard Excel “Print” command:
A.6.3.5 Info on file structure

The editing takes place in the new file named “yyyy-mm-dd CIEXXXX edit Vx.xls”.
During editing, the file can be closed, saved and opened as a normal Excel file. To
re-open the current flight, open the standard 2Log program and click the “Edit flight”
button on the main screen.
Print
When editing is completed, the pilot can print the 2Log. Whenever he prints, an
output file with date, flight number and timestamp is generated. This file is for back-
up purposes only.
Consolidate
After printing, the pilot consolidates the flight. At that time a “Company output file”
with date, flight number, the word “signed” and a timestamp is generated. This file is
for the back office.

General Page A-90
2Log Version 10
A second file, the “Pilot output file” is generated for integration with the pilot’s
logbook. This file has the same name as the “Company output file” but with the three
letter codes of the pilots replacing the word “signed”.
A third file, the “Consolidated file” is generated for later reference and printing. This
file has the same name as the “Company output file” but with the word
“consolidated”.
To open a previous flight, click the “View old flight” button on the main screen and
select the “consolidated” file with date and flight number of the required flight.
When opening the consolidated file direct from windows, the following dialogue box
might appear:
Click “Don’t update”, as the data is frozen after consolidation. The data will be correct
and all sheets can be printed as desired using the standard Excel “Print” command:
All the files are standard Excel 2003 files that can be transferred between laptops.
The pilot files can be found at "C:\Pilot\EPLB\" (EPLB stands for Electronic Pilot
LogBook).
The signed file (backoffice only) and the consolidated file (for later reference and
printing) can be found at “C:\Pilot\Outbox\EJ”. It are these two files that need to be
transferred to memory stick if the pilot laptop can not be synchronized immediately
after the flight (e.g. at outstation on a long haul flight).
After consolidation (2Log is “Signed”), the pilot can no longer change the data as the
editing file is deleted from his laptop.

General Page A-91
2Log Version 10
“Error 13” when consolidating

You get a message box with “error 13” if the data you entered in a field is erratic
or essential data is missing (such as a time value). Typical is the inappropriate use
of point, comma or space in a data field (such as a time). Sometimes a $-sign is
entered (should never be done) or “Lit” for the fuel uplift (also never to be done).
If you have “Error 13” verify your data and correct the error or fill in the missing data,
then consolidate again.
Test function
The main page has a “Test 2Log” function (can be used for training the use of the
2Log).
A big red Test indicator appears on the main sheet when the test function is active.
This function changes the names of printed and consolidated files to avoid these files
being processed by the back office.
The test function must be OFF to print or consolidate a real flight. Extra
dialogue screens will verify the test mode (if active) with the user to avoid a mistake.
When in test mode, use the “Test 2Log” button to change to standard mode again.

General Page A-92
2Log Version 10
2Log is in standard mode when the Test indicator is out.
Synchronize after flight

During the synchronization (to be done immediately after the flight), the “Company
output file” and the “Consolidated file” are transferred to the company network. The
“Company output file” is deleted from the pilot laptop.
The “Pilot output file” is also copied to the company network so that a back-up is
available for synchronization to the other flight crew members and in case the pilot’s
laptop crashes.
The “Pilot output file” remains on the pilot’s laptop for his reference. This file can be
used to feed any electronic pilot logbook.
The “Consolidated file” also remains on the pilot’s laptop for his reference.
File name conventions

The following file names are used:
Master File: 2Log.xls

This is the pilot laptop application for data entry.
Where:
 2Log is the standard file name
 xls is the Excel 2003 file format used (file extension)
Pilot file: yyyy-mm-dd CIEXXXX pilot Vx Timestamp.xls

This is the “Pilot output file”, used to feed data into the pilot personal logbook
application.
Where:
 yyyy is the year in 4 digits, for example 2007
 mm is the month in 2 digits, for example 09
 dd is the day in 2 digits, for example 15
(this is the day of the first departure in UTC)
 CIE is the company 3 letter code, for example JAF
 XXXX is the flight number (commercial flight number)
 pilot are the three letter codes of all the pilots operating the flight
 Vx is the version number of the program, for example V2
 Timestamp is the laptop system date and time at printing time
 xls is the standard Excel 2003 file format used (file extension)

General Page A-93
2Log Version 10
File path conventions on the pilot laptop

The following paths are used:
Master File: 2Log.xls

"C:\Pilot\Flightbag\EJ\Master"
Pilot file: yyyy-mm-dd CIEXXXX pilot Vx Timestamp.xls

"C:\Pilot\EPLB\"
A.6.3.6 2Log handling on Cape Verde and long haul

flights
This procedure is required when not returning to the crew room immediately after the
flight.
1. Fill in the complete 2Log as usual.
2. Consolidate and synchronize immediately after landing when arriving in the hotel.
When requested to print, click “No”.
3. When back at the home base:
o 2Log from your inbound flight: complete, consolidate, print, sign and put in
flight envelope.
o 2Log from your outbound flight: print and sign. Return the signed 2Log to
OCC (the signed 2Log of your outbound flight will be put in the relevant flight
envelope).
o Return the flight envelope (from the outbound flight crew) to OCC.
A.6.3.7 Commanders’ responsibilities.

The Commander:
 shall report all operational issues as defined in the 2Log;
 shall verify that the 2Log is consolidated and synchronized immediately after
the flight with the company network.

General Page A-94
Explanation of EDP loadsheet & loadmessage Version 10
A.7 Explanation of EDP loadsheet &

loadmessage
Specimen:

General Page A-95
A.7.1 EDP loadsheet (See specimen above)
CHECKED
 Loadsheet agent's signature.
APPROVED
 Signature of authorized person, if required. The commander shall sign this.
EDNO
 Edition number. Maximum 2 figures. Example: 02
FROM
 3-letter IATA aerodrome code of aerodrome of departure. Example: BRU
TO
 3-letter IATA aerodrome code of aerodrome of first intended landing. Example:
LXR
FLIGHT
 Flight number/identifier.
 Format: 2 or 3-character airline code followed by up to 8 characters.
Maximum 11 characters for flight identifier. A 2-character date may be
included in these 11 characters preceded by an oblique.
A/C REG
 Aeroplane registration
 Format: 2-10 characters. No hyphen to be shown and/or transmitted.
VERSION
 Version/Configuration code of aeroplane used by carrier.
 The catering version and adjustments to the DOW or DOI can be found in OM
part B.
 Format: 1-12 characters. Example: 189Y
CREW
 Number of crew, excluding crew travelling as passengers.
 Option 1: flight deck crew followed by cabin crew. Option 2: flight deck
crew/cabin crew male/cabin crew female. Crew figures shall be followed by an
oblique. Format: 3-7 characters.
DATE
 Self-explanatory.

General Page A-96
TIME
 4-digit value of local time this edition was produced. Example: 09h48.
LOAD IN COMPARTMENTS
 Total weight of dead load per compartment and/or position of unitised load.
 Example: Total is 3096kg of which 1466kg in compartment 2 (2/1466) and
1630kg in compartment 3 (3/1630).
Passenger / cabin bag

 Total passenger weight calculated according to company procedures.
 Example: Weight is 13919kg, 80 Males, 99 females, 9 children, 0 infants, total
of 188 in Cabin.
 The format of 5 numbers with slashes in between, then TTL then a number
and then CAB means:
M
 Total number of males
F/Adults
 Total number of female or adult passengers.
CHD
 Total number of children.
INF
 Total number of infants.
TTL = TOTAL
 Total number of passengers on board. Example: 188
CABIN BAG
 Weight of cabin baggage not included in passenger weight.
PAX
 Passenger identifier.
 Total number of seats, per class, occupied by outgoing passengers Including
PAD. Maximum of 3 classes. Example: 0/0/188
SOC
 Seats occupied by cargo, baggage and/or mail per class.
BLKD
 Fitted seats not available for passengers or dead load.

General Page A-97
TOTAL TRAFFIC LOAD

 Total weight of passengers, baggage, cargo and mail. Operational items not
included, e.g. pallets, nets, shall be added to the cargo weight figures.
Example: 17015
DRY OPERATING WEIGHT

 The basic weight plus operational items, e.g. crew, crew baggage, flight
equipment and pantry, according to company specification and is equal to the
"Operational Empty Weight". Example: 42828kg
ACTUAL ZERO FUEL WEIGHT

 Example: 59843kg
MAXIMUM ZERO FUEL WEIGHT

 Equal to "Maximum Design Zero Fuel Weight". Example: 61688kg
TAKE-OFF FUEL
 Take-off fuel is the amount of fuel on board less the fuel consumed before
takeoff.
ACTUAL TAKE-OFF WEIGHT

MAXIMUM TAKE-OFF WEIGHT

 The "Maximum Design Take-off Weight", or "Operational Take-off Weight",
whichever is lower. Example: 79015kg
TRIP FUEL
 The amount of fuel planned to be consumed from take-off to the station of first
intended landing. Example: 12000kg
ACTUAL LANDING WEIGHT

MAXIMUM LANDING WEIGHT

 The "Maximum Design Landing Weight" or the "Operational Landing Weight",
whichever is lower. Example: 66360kg
 Indicator showing which of the maximum weights is limiting the allowed traffic
load. Example: L => maximum landing weight limited
ADJ
 Adjustment: an adjustment on the maximum certified weight (on the certificate
of navigability) of the concerned aeroplane is required if:

General Page A-98
 the maximum performance weight (for take off, enroute, approach and landing
performance limitations),
 the maximum declared weight to Eurocontrol (for over flight charges) or
 maximum weight due to a system being inoperative (e.g. antiskid
INOPERATIVE)
 is different from the maximum weight on the certificate of navigability of the
aeroplane.
BALANCE AND SEATING CONDITIONS
DOI
 Dry operating index
LIZFW
 Limit index for actual zero fuel weight
LITOW
 Limit index for actual take off weight
LILAW
 Limit index for actual landing weight
MACZFW
 CG at % of mean aerodynamic cord for actual zero fuel weight
MACTOW
 CG at % of mean aerodynamic cord for actual take off weight
MACLAW
 CG at % of mean aerodynamic cord for actual landing weight
A86
 86 Passengers are to be seated in cabin area A
B102:
 102 Passengers are to be seated in cabin area B
Cabin area trim

 Passengers need to be evenly distributed in assigned cabin area for correct
balance

General Page A-99
Last minute changes
DEST
 Destination aerodrome three letter code of LMC.
SPEC
 Specification. Kind of LMC. Example: 1AD
CL/CPT
 Class/Compartment and/or position of unitised LMC load.
+/-
 Identification (+ or -) of on or off-load.
WEIGHT
 Weight of LMC stated
UNDERLOAD BEFORE LMC

 Difference between maximum and actual gross weight indicated by indicator
L. Example: 1117Kg
LMC TOTAL +/-

 Identification of LMC sum total.
A.7.2 EDP loadmessage – LDM (see bottom of EDP)

When printing EDP Loadsheets, the loadmessage is automatically joined to the
Loadsheet. Whenever a LMC has been made, the LDM shall be adjusted when
sending this message, so that LDM figures correspond with all Loadsheet data, LMC
included.
Standard message identifier (mandatory)

 Format: LDM
Flight identifier (mandatory)

 Maximum 11 characters.

General Page A-100
Airline designator (mandatory)

 2-3 characters. The third character included for possible extension of the
airline designator.
Flight number (mandatory)
Date (optional)
 Scheduled GMT date of departure out of its originating station, oblique
followed by 2 numbers which are included in the 11 characters of the flight
identifier. Example: /12
Registration of aeroplane (mandatory)

 2-10 printable characters preceded by a full stop. No hyphen to be
transmitted.
Version of aeroplane (mandatory)

 1-12 printable characters preceded by a full stop. Example:.34/197
Number of crew (mandatory)

 One digit for flight deck crew, oblique, 1-2 digits for cabin crew, preceded by a
full stop. Example: 3/8
The following elements are valid for passenger and passenger/cargo flights
Destination (mandatory)
 Aerodrome of disembarkation of passengers and/or unloading of dead load.
Use new line preceded by hyphen. Example: -ORD
NIL (optional)
 If there is no traffic load to this destination, NIL is printed and preceded by a
full stop. Example: NIL
Number of passengers (mandatory)

 Number of passengers per weight category. Option 1: adults/children/infants,
preceded by a full stop. Option 2: males/females/children/infants, preceded by
a full stop. If there is dead load to this destination but no passengers, zeros
shall be filled in.
Cabin baggage weight (optional)

 1-4 digits for cabin baggage weight, preceded by a full stop.
Total dead load (mandatory)

 1-6 digits, preceded by a full stop and letter T, example T 3096kg

General Page A-101
Load in compartments (mandatory)

 Load in compartments and/or positions of unitised load. 1-3 digits
compartment/ unitised load designator, oblique, 1-5 digits weight of dead load,
preceded by a full stop. This element repeated for each compartment
containing dead load for this destination.
Seat occupying passengers (optional)

 Seat occupying passengers per class including PAD (passengers available for
disembarkation). Element identifier PAX, preceded by a full stop and followed
by an oblique and class information. The class information is composed of 1-3
numbers for the number of seat occupying passengers. Class information is
repeated for each class and this is separated by oblique. The sequence of the
classes is shown in descending order of priority.
PAD (optional)
 Seats occupied by outgoing PADs per class including LMC. Identifier PAD
preceded by a full stop, followed by an oblique and class information. The
class information is composed of 1-3 numbers for the number of PADs.
 Class information is repeated for each class and this is separated by oblique.
The sequence of the classes is shown in descending order of priority.
 All PADs are included in PAX distribution. if there are no passengers to this
destination, these elements will not be transmitted.
Remarks (optional)
 Remarks for this destination.
SI (optional)
 Supplementary Information passenger and passenger/cargo flights. Any other
information pertaining to the whole flight may be printed at the bottom of the
loadmessage. It shall begin a new line with the letters SI followed by a space.
Pax weights used (optional)

 M = male 76kg
 F = female 76kg
 C = children 35kg
 I= infant 0kg
Pantry code (catering)

 Type of catering loaded on board of the aeroplane based and included in the
DOW.
NOTOC
 NOTOC required (Yes) or not required (No)

General Page A-102
Load information per destination for cargo flights only.
SI (for cargo flights only - conditional)

 Supplementary Information and LMC for cargo flights only. Enter remarks and
any other information pertaining to the whole flight. It shall begin a new line
with the letters SI followed by a space.
Destination code (conditional)

 In case of a multiple sectors flight the remarks for individual destinations are to
be preceded by a full stop and the destination code. Example:.ORD.RFL/1
LMC (conditional)
 LMC identifier always to be shown on a separate line. LMC information shall
be transmitted according to the entries in the LMC box of the loadsheet.
Destination code is always preceded and followed by a full stop. Specification,
compt./pal., pos., plus/minus and weight are separated by an oblique. This is
only to be used for manual loadsheet.
Destination (mandatory)
 Aerodrome of unloading of dead load. Use new line, preceded by hyphen.
NIL (conditional)
 If there is no traffic load to this destination, NIL is printed and preceded by a
full stop.
a) Load in compartments/positions (mandatory)

 Load in position of unitised load and/or in compartment. 1-3 digits unitised
load and/ or compartment designator, oblique, 1-5 digits weight of dead load,
preceded by a full stop. This element repeated for each unitised load and
compartment containing dead load for this destination.
b) Total weight of load (mandatory)

 Total weight of load. 1-6 digits preceded by a full stop and TW.
End of loadsheet message at the bottom, optional (see example).

General Page A-103
Laptop tool for mass and balance (MAB
Version 10
tool)
A.8 Laptop tool for mass and balance (MAB

tool)
The laptop based weight and balance tool is portrayed below. If used, the data will be
calculated by both pilots independently. The results are to be compared and if
identical, the results are written on the paper form by the First Officer (the First
Officer prepares the documents), signed by the commander and given to the
handling agent for reference on the ground.
If the results are not identical, both pilots will recalculate the data. If results are still
not the same, or if at least one laptop fails (battery, incorrect update, software
problem, …) then the Group Operations Centre will be contacted to calculate the
weight and balance for the pilots. Data will be transmitted to the pilots who will write
this down and give a copy to the handling agent. Other approved means (EDP) may
be used if available.
Before using the mass and balance tool (MAB tool) the TOperf must be updated to
the current version. This can be verified checking the flight folder TOperf version
against the TOperf version on the laptop.
The MAB update version can also be read under the graphical presentation of the
aeroplane envelope. This is for convenience only. As the MAB tool is part of the
TOperf, an independent check of the MAB tool last update is not required by the
flight crew.

General Page A-104
Version 10
tool)
A.8.1 Flight crew entries
Flight information (same as and forwarded from TOperf tool):

 Flight number (commercial or ATC flight number)
 Date (UTC)
 From (departure) – TO (destination)
 Aeroplane registration
Aeroplane configuration:
 Crew complement (FCM/CCM)
 Catering load (depending the flight)
 Additional (observers on extra jump seat)
When performing flights for other companies the catering load “Ad Hoc / Subcharter”
should be used.

General Page A-105
Version 10
tool)
With this selection, the option to enter “Mod Wgt” and “Mod Arm” comes available.
OCC should provide the flight crew with the “Mod Wgt” and “Mod Arm” values. These
values are the total weight and position correction of the catering and when entered
give the correct DOM & DOI for the aircraft.
Payload (given by the handling agent):

 Standard passenger mass values (including hand baggage)
 Passengers (Male, Female, Children, Infants) (An infant that is on a separate
passenger seat should counted as a child)
 Total hold (total load in all holds, including cargo, luggage, mail, …)
Distribution (of the payload, given by the handling agent):

 Passengers for each compartment (see OM part B for info on compartments)
 Load for each hold (see OM part B for info on holds)
 Take off fuel
 Trip fuel
Results
 Graphical presentation of the results on the aeroplane envelope
 Numerical results including zero fuel, landing and take off weight
 The underload for each limitation can be verified (MZFW-ZFW, MLW-LW,
MTOW-TOW).
 As the take off weight is automatically forwarded to the TOperf tool, the exact
take off performance limitation for the intended runway can be checked
immediately (push TOperf button to activate TOperf program)
 Stab trim value, see flaps setting in TOperf.
A.8.2 Results not the identical on both pilot laptops

If the results, calculated by both pilots, are not identical, the issue shall be resolved
by comparing both MAB tool input screens.

General Page A-106
Version 10
tool)
If the difference (or error) can not be resolved, the MAB tool results must not be used
for the flight. Both pilots will try to save the MAB tool screens by using the Print
screen command and forward these screen snapshots to the EFB administrator.
An ASR will be written and either a manual loadsheet or an EDP will be requested.
The EXIT button exits the program.

The RESET button clears all entries.
The TOperf button activates the TOperf module forwarding the MAB computed data
automatically in TOperf.
A.8.3 MAB tool loadsheet

Refer to Documents and forms for sample of form
Ask the ground handler (loadmaster) to fill in the payload and distribution. The
TOTAL HOLD is the total weight of Cargo, Mail and Baggage.
Note: HUM are part of the cargo load (and the weight must be included).

General Page A-107
Version 10
tool)
The flight crew uses the MAB tool to calculate (independently from each other) the
mass and balance. The First Officer fills in the weights and CG. The commander
verifies the loadsheet with his MAB tool results and signs. A copy of the loadsheet is
then handed over to the handling agent, the original is kept on board with the flight
documentation and returned to the company after the flight.
The electronic MAB tool data is downloaded into the company network the next time
the flight crew synchronizes the laptop.

General Page A-108
Authorizations Version 10
A.9 Authorizations
A.9.1 Take-off & landing
Take-off
The minimum required RVR for which the company is authorized:
Aeroplane type Minimum RVR

B737/ E-JET /B787 125m
B767 150m
Landing
The company is authorized to conduct the following types of approaches:
 visual approach;
 circling approach (including circling with prescribed tracks);
 all non-precision approaches (including RNAV);
 approach with vertical guidance (APV):
Minimum Minimum
Type of approach Aeroplane type
DH RVR
B737
APV-BARO/VNAV 250ft 600m
/B767/B787
 precision approaches:
Minimu Minimum
Type of approach Aeroplane type
m DH RVR
CAT I All 200ft 550m
Lower than Standard CAT I All 200ft 400m
B737 / E-JET 100ft 350m
Other than Standard CAT II
B767 / B787 100ft 400m
CAT II All 100ft 300m
CATIIIa All 50ft 200m
B737 fail
CATIIIb operational / B767 No DH 75m
/ B787
 Refer to OM part B for type specific limitations and list of fail operational
aeroplane.
A.9.2 MNPS
The company is authorized to perform MNPS operations under the following
conditions:

General Page A-109
Aeroplane types: B737 / B767 / B787l

Area of operations: NAT
A.9.3 RVSM
The company is authorized to perform RVSM operations under the following
conditions:
Aeroplane types: All

Area of operations: EUR - CAR/SAM - / NAT/WATRS / NAM - ASI - AFI
A.9.4 RNAV
Authorizations
The company is authorized to perform RNAV operations under the following
conditions:
RNAV-5 (B-RNAV)
Area of operations: EUR / CAR / SAM / NAT / NAM / ASIA / AFI
RNAV-1 (P-RNAV)
Area of operations: EUR / CAR / SAM / NAT / NAM / ASIA / AFI
RNAV-10 (RNP-10)
Aeroplane types: B767 – B737
Area of operations: Oceanic airspace / Remote airspace
A.9.5 ETOPS
The company is authorized to perform ETOPS under the following conditions:
B737
Not authorized.
B767
Engine types: General Electric CF6-80C2B6F
Maximum diversion time: 138 minutes
Threshold distance: 1015 Nm
Areas of operation: EUR - CAR/SAM - / NAT/WATRS / NAM - ASI –
AFI

General Page A-110
B787
Engine types: GEnx-1B64
Maximum diversion time: 180 minutes
Threshold distance: 1200 Nm
Areas of operation: EUR - CAR/SAM - / NAT/WATRS / NAM – MID/ASI
- AFI

General Page A-111
Documents and Forms Version 10
A.10 Documents and Forms
A.10.1 Feedback form (Operation manual comments)

Please use the following form to report any comments on the operation manuals (all
parts)

General Page A-112
A.10.2 Temporary revision

General Page A-113
A.10.3 General declaration

General Page A-114
A.10.4 Birth on board Certificate

The commander receives the declaration of birth from the father or from any other
person who was present at the birth. The commander will note this declaration in the
“Birth on board certificate” and the journey log in the presence of two witnesses. This
declaration will comprise: in full letters the day, year, month and hour GMT of the
birth

General Page A-115
A.10.5 Disappearance Certificate

General Page A-116
A.10.6 Preliminary Death Certificate

The commander receives the declaration of death from any other person who was
present as a witness. The commander will note this declaration in the “Preliminary
death certificate” and the journey log in the presence of two witnesses.

General Page A-117
A.10.7 Travel document UMNR & YP

General Page A-118

General Page A-119
A.10.8 MAB TOOL loadsheet

General Page A-120
A.10.9 Fuelling card

To avoid miscommunication when ordering fuel at outstation, it is recommended that
the fuel order card is used. If used, the First Officer fills in this card, cross checked by
the commander. The First Officer hands over this card to the fueller.

General Page A-121
A.10.10 Trip Info

When the MAB tool is not available and the handling agent makes the loadsheet, the
Trip info card is filled in by the First Officer and delivered to the handling agent
after the commander agreed on the fuel uplift.

General Page A-122
A.10.11 Toilet Service sheet

On all long haul outstations, the handling agent must present a toilet service paper
to the SCCM or commander certifying that the toilet service is completed. It is called
the “Toilet service chit” and is applicable on long haul flights.

General Page A-123
A.10.12 Notification form (Warning letter)

Geachte passagier op stoel nummer ……………
De cabine bemanning heeft mij geïnformeerd dat Uw gedrag in strijd is met de

wettelijke veiligheidsbepalingen.
Ik verzoek U onmiddellijk te stoppen met dit gedrag en alle aanwijzingen van de

bemanning op te volgen.
Mocht U ervoor kiezen geen gevolg te geven aan dit verzoek, dan ben ik
genoodzaakt actie te nemen om de veiligheid van deze vlucht te waarborgen.
De consequentie hiervan kan zijn dat U vervolgd wordt volgens Belgisch civiel- en/of
strafrecht.
Ik vertrouw erop dat het niet zover zal komen, en dat deze vlucht zonder verdere
problemen kan worden voortgezet.
Hoogachtend,
Namens de Gezagvoerder: (in opdracht)
Handtekening:
Cher passager assis au numéro de siège suivant .........
J’ai été informé par un des mes membres d’équipages que votre comportement va à
l’encontre des règles aériennes.
Je vous demande d’arrêter immédiatement ce comportement et de suivre les

instructions qui vous sont données par le membre d’équipage.
Si vous décidez de garder ce comportement inacceptable, je serais dans l’obligation
d’intervenir afin de garantir la sécurité de ce vol.
A ce moment, vous pourrez être passible de poursuites civiles et/ou pénales en
vertu du droit Belge
J’espère que ce genre d’action ne devra être requis et que nous pourrons continuer
le vol sans autre problème.
Bien à vous,
Au nom du Commandant: et sa son ordre

General Page A-124
Signature
Dear passenger seated at seat number ...............
I have been informed by my cabin crew members that your behaviour is in violation
of the law.
I request you to stop this behaviour immediately and follow all instructions given to
you by the cabin crew.
If you choose to continue with this unacceptable behaviour, I will be forced to take
action in order to secure the safety of this flight. As a result of this you may be
prosecuted under the Belgian criminal and/or civil law.
I trust that no such action will be required, and that we can continue the flight without
further problems.
Sincerely yours,
In name of the Commander:
Signature:

General Page A-125
A.10.13 ASR (Air Safety Report)
ASR filing procedure

The ASR logbook (located in the cockpit or at OCC) is composed of 50 logs. In order
to verify that no ASR is lost, the logs have pre-printed numbers in a continuous
sequence.
The filing criteria are mentioned in chapter 11.6 (Handling of occurrence reports).
At all time, an ASR may be raised to report any event providing useful information for
the enhancement of safety.
We consider 3 types of an ASR.

 ASR-MOR: Mandatory Occurrence Report (copy to the BCAA)
 ASR – internal use (no MOR)
 ASR – CONFIDENTIAL
Note: After analyzing an “ASR – internal use” or an ASR – Confidential” and if

deemed necessary, the Safety Manager could decide to change this into an
“ASR-MOR”.
In case of a safety related technical issue, an ASR-MOR must be filed and an entry
in the Aircraft Technical Log is required.
For all non-technical related ASR-MOR, ASR-internal use or ASR-confidential, no

reference in the ATL is needed.
An ASR may become void, indicated by a crossed-out line, but may never be
destroyed. A voided ASR should be given to the OCC duty manager or attached to
the current ASR.
All red items/boxes on the form must be filled out.
The reporter must sign on the backside of the form.
Note: The filled out text must be easily readable and intelligible.

General Page A-126
ASR form

General Page A-127

General Page A-128
ASR filing instructions

One ASR form must be used per occurrence.
Select one TYPE of ASR.
Tick all applicable EVENTS.
All red items must be filled out. The reporter must sign on the backside of the form.
Complete the black boxed sections as appropriate.
1a. Type of ASR
MOR
Refer to the table in 11.6.2 “Occurrences to be reported”
Mandatory reportable occurrences are those where the safety of operation was or
could have been endangered or which could have led to an unsafe condition. If in the
view of the reporter an occurrence did not hazard the safety of the operation but if
repeated in different but likely circumstances would create a hazard, then a report
should also be made.
Safety related problems, affecting the airworthiness of the aircraft, shall be reported
in the ATL.
As per regulation, all ASR-MOR’s are forwarded by the company to the BCAA within
72h from occurrence.
►Give an ASR-MOR to the duty manager at OCC*.
* At outstation it is the commander’s responsibility to ensure an ASR is returned to

OCC in the quickest possible manner, subject to the tools available (e.g. fax, scan via
email,…)
INTERNAL USE
Any event, not subject to mandatory reporting, providing useful information for the
enhancement of safety can be reported via an ASR-INTERNAL USE (e.g. safety
issues with crew transport, terrain warning in VMC,…). This information is for
company use only.
►Give an ASR-INTERNAL USE to the duty manager at OCC.
CONFIDENTIAL
Any event, not subject to mandatory reporting, providing useful information for the
enhancement of safety can also be reported confidentially.
Confidential ASR’s are accessible to the Safety Department only and will be entered
de-identified in the safety database.
►Drop an ASR-CONFIDENTIAL in the safety-mailbox located in the crew room.

General Page A-129
1b. Type of event

An ASR may have different types of events (tick all applying)).
ACCID (Accident)
Occurrence in which a person is fatally or seriously injured (except when the injuries
are from natural causes).
Occurrence in which the aircraft sustains damage or structural failure which
adversely affects the structural strength, performances or flight characteristics of the
aircraft and would normally require major repair or replacement of the affected
component (except for contained engine failures, or when damage to the structure is
very limited).
UNRULY PAX
To report any event when a passenger demonstrated violent or unruly behaviour (pax
smoking, aggressive behaviour, refusal to comply with cabin crew instruction, etc.)
Following info has to be mentioned: passenger name, seat number, address.
TECHNICAL
To report all safety related technical issues in flight, on the ground or detected by
Maintenance.
An ASR shall also be filed for: AIRMISS/ATC, BIRD STRIKE, WAKE TURBULENCE,
TCAS/RA, DANGEROUS GOODS (DG), GROUND COLLISION (GRD COL).
Use the backside of the form to describe the occurrence in detail.
Use the backside of the form to describe the occurrence in detail
Box 6 (ROUTE)
Use 3-letter IATA codes, “diverted” includes return to stand.
Box 7 (SQUAWK)
Essential entry for following up airmisses, ATC incidents and wake turbulence
events.
Boxes 13, 14, 15, 21, 22, 23

These boxes are intended for information at the time of the occurrence. In some
events, it might be useful to know this information for other phases of flight. If this is
the case, note this information in box 28.
Box 27 (TITLE OF EVENT)

If possible choose a keyword from the table in paragraph 11.6.2 “Occurrences to be
reported”

General Page A-130
Box 28 (EVENT DESCRIPTION)

This box should contain a factual description of the event. If known, the cause,
contributing factors or proposals to avoid reoccurrence can be added. Any other
relevant information can be described here.
Box 29 (ACTIONS AND RESULTS)

If applicable, actions performed by the crew can be written here. Reference to
checklists used can also be written in this box. When relevant, the decision taken by
the crew can be added.
Box 31 (AIRMISS / ATC Incident / TCAS RA)

Tick as appropriate.
AIRMISS
The safety of the flight may have been endangered by the proximity of another flying
device to the extent that a DEFINITE RISK OF COLLISION existed.
ATC INCIDENT
There appeared to be less separation than the pilot expected, although there was NO
definite risk of collision.
Box 32 (GROUND COLLISION)

Use the shaded aircraft on LH (horizontal plane) picture and describe the event in
section 27 and 28.
Box 33 (WAKE TURBULENCE)

Complete all of section 33 as well as the narrative on the front of the form. Report
ALL wake turbulence encounters, even if not a significant safety risk, for analysis
purposes.
Box 34 (BIRD STRIKE)

Complete this diagram, as well as the narrative on the front of the form.

General Page A-131
A.10.14 Security check form

General Page A-132
A.10.15 Cabin Technical Log (CTL)

General Page A-133
A.10.16 Volcanic activity report

General Page A-134
A.10.17 Postflight visual aircraft inspection

General Page A-135
A.10.18 Volcanic ash irregularity report form

General Page A-136
A.10.19 Fatigue report form

Operations Manual Part A: Customer Obsessed Value Driven Responsible Leadership Playing To Win

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Operations Manual Part A: Customer Obsessed Value Driven Responsible Leadership Playing To Win

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Operations manual

BTW: BE 861 741 466

TUI Airlines Belgium trading as Jetairfly Operations Manual Part A General

TUI Airlines Belgium trading as Jetairfly Operations Manual Part A General

0 Administration and control of

0 ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL ................ 0-1

TUI Airlines Belgium trading as Jetairfly Operations Manual Part A General

Intentionally left blank

TUI Airlines Belgium trading as Jetairfly Operations Manual Part A General

Operating staff is required to adhere to instructions laid down in this manual.

In case of infringement of the operations manual, the personnel concerned may

TUI Airlines Belgium trading as Jetairfly Operations Manual Part A General

0.1.2 Structure of the operations manual

Part A: general operational policy

An overview of the chapters listed below:

Chapter 0: Administration and control of operations manual ........................... p 0-1

Part B: aircraft operating matters

TUI Airlines Belgium trading as Jetairfly Operations Manual Part A General

Part C: route and airport instructions and information

Management System Manual

Safety Management Manual

Air Carrier Security Programme Manual

Management Procedure Manual (Non-AOC critical documentation)

Policies and procedures, supplemental work instructions, non-AOC specific

TUI Airlines Belgium trading as Jetairfly Operations Manual Part A General

0.1.3 Definitions and abbreviations

When used in the Operations Manual:

He / his This manual is applicable to both male and female crew

TUI Airlines Belgium trading as Jetairfly Operations Manual Part A General

Actual Navigation The FMC (Boeing) calculated certainty of the aeroplane

TUI Airlines Belgium trading as Jetairfly Operations Manual Part A General

Airplane Flight Manual A manual associated with the certificate of air-worthiness

Airport operating The limits of usability of an airport for either take-off or

TUI Airlines Belgium trading as Jetairfly Operations Manual Part A General

Airport Reference A geographic position on an airport which is used as a

TUI Airlines Belgium trading as Jetairfly Operations Manual Part A General

Area Navigation A method of navigation which permits aeroplane operation

TUI Airlines Belgium trading as Jetairfly Operations Manual Part A General

TUI Airlines Belgium trading as Jetairfly Operations Manual Part A General

TUI Airlines Belgium trading as Jetairfly Operations Manual Part A General

TUI Airlines Belgium trading as Jetairfly Operations Manual Part A General

Cruise level A level maintained during a significant portion of a flight.

TUI Airlines Belgium trading as Jetairfly Operations Manual Part A General

Defined area In relation to a circling procedure, the defined area is

TUI Airlines Belgium trading as Jetairfly Operations Manual Part A General

• tank water and lavatory chemicals.

Dry runway A runway which is neither wet or contaminated, and

TUI Airlines Belgium trading as Jetairfly Operations Manual Part A General

ETOPS Operator The maximum time authorised by the Competent Authority

TUI Airlines Belgium trading as Jetairfly Operations Manual Part A General

Fail-Passive flight A flight control system is fail-passive if, in the event of a

TUI Airlines Belgium trading as Jetairfly Operations Manual Part A General

TUI Airlines Belgium trading as Jetairfly Operations Manual Part A General

GBAS landing system An approach landing system using ground based

TUI Airlines Belgium trading as Jetairfly Operations Manual Part A General

Head-Up Display A display system which presents flight information to the

TUI Airlines Belgium trading as Jetairfly Operations Manual Part A General

Isolated aerodrome If acceptable to the Authority, the destination aerodrome

TUI Airlines Belgium trading as Jetairfly Operations Manual Part A General

Maintenance Maintenance means any one or combination of overhaul,

TUI Airlines Belgium trading as Jetairfly Operations Manual Part A General

Minimum Descent A specified altitude/height in a non-precision or circling

TUI Airlines Belgium trading as Jetairfly Operations Manual Part A General