Ed. 7 Rev 04

Operations Manual
Part A
“Azerbaijan Hava Yollari” Closed Joint Stock Company

(AZAL)
Heydar Aliyev International Aiport, AZ -1044
Baku, Azerbaijan Republic
Edition 7, Rev. 04
03 February 2021
Cover Page
AZAL Operations Manual Part A Edition 7, Rev. 04

OMA
Operations Manual Part A Chapter/Page 0.2
Rev. 04
Administration and Control Date: 03-Feb-21
0.2. Table of Contents

0. Administration and Control ....................................................................................... 1
0.1. Manual Approval ..................................................................................................... 1
0.2. Table of Contents.................................................................................................... 2
0.3. Record of Revisions .............................................................................................. 13
0.4. Record of Temporary Revisions............................................................................ 14
0.5. Revision Highlights ............................................................................................... 15
0.6. Distribution List ..................................................................................................... 15
0.7. General Requirements .......................................................................................... 15
0.7.1. Legal Issues .................................................................................................... 15
0.7.2. Role of Authorities........................................................................................... 17
0.7.3. Obligations ...................................................................................................... 17
0.8. Operational Manual General ................................................................................. 17
0.8.1. Operational Manual Structure ......................................................................... 17
0.8.2. Format ............................................................................................................ 18
0.8.3. Electronical Flight Bag (EFB) Operations ....................................................... 18
0.8.4. “Meridian” Software ......................................................................................... 18
0.8.5. Language and Writing Policy .......................................................................... 19
0.8.6. System of Amendment and Revision .............................................................. 19
0.8.7. Flight Operations Publications ........................................................................ 21
0.9. Definitions ............................................................................................................. 21
0.10. Abbreviations ........................................................................................................ 28
1. Organisation and Responsibilities ............................................................................ 1
1.1. Extraction from Organizational Structure of “AHY” CJSC (AZAL) ........................... 1
1.1.1. Flight Operations Organisational Structure ....................................................... 2
1.1.2. Flight Operation Organization Management System ........................................ 3
1.1.3. Scope of Activities............................................................................................. 3
1.1.4. General Discription of Facilities......................................................................... 3
1.2. Management Personnel and Nominated Post Holder(s) ......................................... 5
1.2.1. Delegation of Duties.......................................................................................... 6
1.2.2. Office Time of Post Holders .............................................................................. 7
1.3. Responsibilities and Duties of the Operations Management ................................... 7
1.3.1. Vice-President/Executive Director (Accountable Manager) .............................. 7
1.3.2. Deputy Executive Director on Flight Operations - Flight Operations Director
(FOD) 7
1.3.3. Chief Pilot.......................................................................................................... 8
1.3.4. Type Chiefs (Fleet Manager) ............................................................................ 9
1.3.5. Technical Pilot (Assistant of Type Chief) ........................................................ 11
1.3.6. Pilot-in-Command (PIC) .................................................................................. 12
1.3.7. First Officer ..................................................................................................... 17
1.3.8. Flight Operations Support Section .................................................................. 19
1.3.9. Flight Operations Support Section Manager (FOSSM) ................................... 19
1.3.10. Aircraft Performance Engineer ........................................................................ 21

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1.3.11. Documentation and Certification Engineer ..................................................... 21

1.3.12. Electronic Flight Bag (EFB) Administrator ....................................................... 22
1.3.13. Network Planning and Operations Control Centre (OCC) ............................... 22
1.3.14. Head of operations control department ........................................................... 23
1.3.15. Flight Dispatcher (FD) ..................................................................................... 24
1.3.16. Flight Watch and Operations Daily Control ..................................................... 28
1.3.17. Crew Planning................................................................................................. 28
1.3.18. Cabin Crew Manager (CCM)........................................................................... 29
1.3.19. Crew Members other than the PIC.................................................................. 30
1.3.20. All Crew Members........................................................................................... 30
1.3.21. Cabin Crew Members ..................................................................................... 31
1.3.22. Training Director (Post Holder) ....................................................................... 31
1.3.23. Technical Director (Post Holder) ..................................................................... 32
1.3.24. Director of Marketing, Commerce and Production Department (Post Holder) 32
1.3.25. Quality Director ............................................................................................... 33
1.3.26. Safety Director ................................................................................................ 34
1.3.27. Aviation Security Manager .............................................................................. 35
2. Operational Control and Supervision ....................................................................... 1
2.1. Supervision of the Operation by the Operator ......................................................... 1
2.1.1. Captain (PIC) .................................................................................................... 1
2.1.2. Vice-President Flight Operations ...................................................................... 2
2.1.3. Supervision of the Flight.................................................................................... 2
2.2. Operational Documentation .................................................................................... 3
2.2.1. Control of Revisions to Flight Operations Documentation ................................. 4
2.2.2. Competence of Operations Personnel .............................................................. 4
2.3. License and Qualification Validity ........................................................................... 5
2.3.1. Qualification for Employment ............................................................................ 5
2.3.2. Training / Examinations / Licenses ................................................................... 6
2.3.3. Flight Documents Control, Analysis and Storage of Records ........................... 6
2.4. Accident Prevention and Flight Safety Program.................................................... 11
2.4.1. Accident Prevention ........................................................................................ 11
2.4.2. Flight Safety Program ..................................................................................... 13
2.4.3. System of Promulgation of Additional Operational Instructions and Information
16
2.5. Operational Control ............................................................................................... 17
2.6. Powers of the Authority ......................................................................................... 18
2.6.1. Inspection Flights and Examination of Documents and Records .................... 18
2.6.2. Sterile Flight Deck Policy ................................................................................ 19
2.6.3. Preservation and Production of Flight Data and Voice Recorder Recordings . 19
2.6.4. Use of Recordings .......................................................................................... 20
2.7. Safety Assessment of Foreign Aircraft (SAFA) ..................................................... 20
2.7.1. The Background.............................................................................................. 20
2.7.2. Main Features of the SAFA Program .............................................................. 21
2.7.3. Integration of the Program in the overall Aviation Safety Chain ...................... 22
2.7.4. Evolution of the SAFA Program in Recent Years ............................................ 22

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2.7.5. Central SAFA Database .................................................................................. 23

2.7.6. Items to be Inspected during SAFA ................................................................ 23
2.7.7. Action Taken after Ramp Inspections ............................................................. 25
3. Quality System ............................................................................................................ 1
3.1. Introduction ............................................................................................................. 1
3.1.1. Terminology ...................................................................................................... 1
3.1.2. Quality Manual .................................................................................................. 3
3.1.3. Quality Management ......................................................................................... 3
3.2. Quality Policy .......................................................................................................... 4
3.3. Quality System Organisation................................................................................... 5
3.4. Structure of the Company Manuals......................................................................... 6
3.5. Quality Related Duties and Responsibilities ........................................................... 7
3.6. Quality Related Training ......................................................................................... 7
3.7. Feedback System ................................................................................................... 8
4. Crew Composition ...................................................................................................... 1
4.1. Method For Determining Crew Composition ........................................................... 1
4.1.1. Flight Crew ........................................................................................................ 1
4.1.2. Flight Crew Composition General Requirements .............................................. 1
4.1.3. Minimum Flight Crew for Company Aircraft....................................................... 1
4.1.4. Crew Composition related to Area and Type of Operation ................................ 2
4.1.5. Designation of Position and Change of Command ........................................... 3
4.1.6. Cockpit Crew with two Captains........................................................................ 3
4.1.7. Flight Crew Incapacitation ................................................................................. 3
4.1.8. Chain of Command ........................................................................................... 4
4.1.9. Operations within RVSM Airspace .................................................................... 4
4.1.10. Operations in Airspace Requiring RNAV Equipment ........................................ 4
4.1.11. Operations to Aerodromes Categorised B or C................................................. 4
4.1.12. Cabin Crew ....................................................................................................... 4
4.1.13. Minimum Cabin Crew Required, General ......................................................... 4
4.1.14. Minimum Number of Cabin Crew for Company Aircraft .................................... 5
4.1.15. Senior Cabin Crew (Cabin Chief) ...................................................................... 5
4.1.16. Line Instructor ................................................................................................... 6
4.1.17. Cabin Crew Incapacitation ................................................................................ 6
4.1.18. Cabin Crew Chain of Command ....................................................................... 6
4.2. Operating on more than one Type .......................................................................... 6
4.2.1. Flight Crew ........................................................................................................ 6
4.2.2. Cabin Crew ....................................................................................................... 6
5. Qualification Requirements ....................................................................................... 1
5.1. General ................................................................................................................... 1
5.1.1. Licenses ............................................................................................................ 1
5.1.2. Company Conversion Course ........................................................................... 1
5.1.3. Freelance Crew Member .................................................................................. 1
5.2. Flight Crew .............................................................................................................. 2
5.2.1. Qualification Requirements ............................................................................... 2

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5.2.2. Qualifications .................................................................................................... 2

5.3. Cabin Crew ............................................................................................................. 5
5.3.1. Qualification Requirements ............................................................................... 5
5.3.2. Cabin Crew Qualifications ................................................................................. 6
5.4. Training, Checking and Supervision Personnel .................................................... 11
5.4.1. Flight Crew ...................................................................................................... 12
5.4.2. Cabin Crew ..................................................................................................... 14
5.5. Other Operations Personnel ................................................................................. 15
5.5.1. Flight Operations Personnel............................................................................ 15
5.5.2. Quality Management Personnel ...................................................................... 15
5.5.3. Security Management Personnel .................................................................... 15
5.5.4. Dangerous Goods Management Personnel .................................................... 15
6. Crew Health Precautions ............................................................................................ 1
6.1. Fatigue .................................................................................................................... 1
6.2. Alcohol and other Intoxicating Liquor ...................................................................... 1
6.3. Narcotics, Drugs and Psychoactive Substances ..................................................... 2
6.4. Medication .............................................................................................................. 2
6.4.1. Sleeping Tablets ............................................................................................... 3
6.4.2. Pharmaceutical Preparations ............................................................................ 3
6.5. Immunisation / Vaccination ..................................................................................... 4
6.6. Hygiene Precautions ............................................................................................... 5
6.7. Deep Sea Diving ..................................................................................................... 5
6.8. Blood Donations...................................................................................................... 6
6.9. Meal Precautions Prior to and during Flight ............................................................ 6
6.10. Sleep and Rest ....................................................................................................... 6
6.11. Surgical Operations ................................................................................................ 6
6.12. Illness or Incapacitation while on Duty .................................................................... 6
6.13. Correcting Lenses, Wearing and Carriage .............................................................. 7
6.14. Other Significant Health Considerations ................................................................. 7
6.15. Physiological Effects of Flying................................................................................. 8
6.15.1. Hypoxia ............................................................................................................. 8
6.15.2. Time of useful Consciousness (TUC) ............................................................... 8
6.15.3. Decompression sickness (DSC) ....................................................................... 9
7. Flight and Duty Time Limitations and Rest Requirements ..................................... 1
7.1. General Considerations .......................................................................................... 1
7.2. Objectives & Scope................................................................................................. 1
7.3. Definitions ............................................................................................................... 2
7.4. Home Base ............................................................................................................. 9
7.5. Travelling Time ....................................................................................................... 9
7.6. Operator Responsibilities ........................................................................................ 9
7.7. Flight Crew Scheduling ......................................................................................... 10
7.8. Crew Member Responsibilities.............................................................................. 10

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7.9. Flight Duty Period (FDP) ....................................................................................... 11

7.9.1. Reporting Time Procedure .............................................................................. 11
7.9.2. Reduce the Actual FDP and/or Increase the Rest Period ............................... 11
7.9.3. Basic Maximum Daily Flight Duty Period ........................................................ 11
7.9.4. FDP with Different Reporting Time for Flight Crew and Cabin Crew............... 12
7.9.5. Maximum Daily FDP for Acclimatised Crew Members with the use of
Extensions without in-Flight Rest ................................................................................ 12
7.9.6. Maximum daily FDP with the use of Extensions due to in-Flight Rest ............ 13
7.9.7. Night Duties .................................................................................................... 13
7.9.8. Night Duties-Appropriate Fatigue Risk Management ...................................... 13
7.9.9. Extension of FDP Without in-Flight Rest ......................................................... 14
7.9.10. Extension of FDP due to in-Flight Rest (Augmentation).................................. 14
7.9.11. Unforeseen Circumstances in Flight Operations ............................................. 15
7.10. Flight Times and Duty Periods .............................................................................. 18
7.10.1. Duty Periods ................................................................................................... 18
7.10.2. Flight Times .................................................................................................... 18
7.10.3. Post Flight Duty............................................................................................... 19
7.10.4. Positioning ...................................................................................................... 19
7.10.5. Split Duty......................................................................................................... 19
7.10.6. Suitable Accommodation ................................................................................ 20
7.10.7. Standby and Duties at the Airport ................................................................... 20
7.10.8. Reserve........................................................................................................... 22
7.10.9. Notification in Advance ................................................................................... 23
7.11. Rest Periods ......................................................................................................... 23
7.11.1. Days Off .......................................................................................................... 24
7.11.2. Minimum Days Off .......................................................................................... 24
7.11.3. Disruptive Schedules ...................................................................................... 24
7.11.4. Time Zone Differences.................................................................................... 24
7.11.5. Reduced Rest ................................................................................................. 25
7.11.6. Suitable Accommodation for Crew Members .................................................. 25
7.11.7. Minimum Rest Period Away From Home Base ............................................... 25
7.11.8. Time Elapsed Since Reporting........................................................................ 25
7.11.9. Records of Home Base, Flight Times, Duty and Rest Periods ........................ 26
7.11.10. Fatigue Management Training .................................................................. 26
7.12. Nutrition ................................................................................................................ 27
7.13. Recording of Flight Time ....................................................................................... 27
7.13.1. Logbook Recording ......................................................................................... 27
7.13.2. Recording of Pilots Flight Time ....................................................................... 27
7.13.3. Calculation of FDP .......................................................................................... 28
7.13.4. Records to be Maintained ............................................................................... 28
7.13.5. Journey Log .................................................................................................... 29
8. Operating Procedures ................................................................................................ 1
8.1. Flight Preparation and Execution ............................................................................ 1
8.1.1. Exterior Inspection ............................................................................................ 3
8.1.2. Cabin Interior Inspection ................................................................................... 3

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8.1.3. General Flight Crew Considerations ................................................................. 3

8.1.4. Pre-Departure Duties ........................................................................................ 3
8.1.5. Initial Departure................................................................................................. 5
8.1.6. Minimum Flight Altitudes ................................................................................... 6
8.1.7. Authorisation of Routes and Aerodromes ......................................................... 9
8.1.8. Methods for Establishing Aerodrome Operating Minima ................................. 11
8.1.9. En-Route Operating Minima VFR ................................................................... 20
8.1.10. Aerodrome and En-Route Operating Minima .................................................. 20
8.1.11. Interpretation of Meteorological Information .................................................... 21
8.1.12. Determination of Quantities of Fuel and Oil .................................................... 23
8.1.13. Mass and Centre of Gravity ............................................................................ 27
8.1.14. ATS Flight Plan ............................................................................................... 32
8.1.15. Operational Flight Plan (OFP) ......................................................................... 33
8.1.16. Aircraft Technical Log (ATL) ........................................................................... 34
8.1.17. Documents, Forms and Additional Information to be Carried ......................... 39
8.1.18. Aircraft performance for all phases of flight ..................................................... 41
8.2. Ground Handling Instructions................................................................................ 42
8.2.1. Fuelling Procedures ........................................................................................ 42
8.2.2. Aircraft, Passengers and Cargo Handling Procedures Related to Safety ....... 45
8.2.3. Procedures for the Refusal of Embarkation .................................................... 61
8.2.4. De-/Anti-icing on the Ground........................................................................... 62
8.3. Flight Procedures .................................................................................................. 65
8.3.1. Crew Co-Ordination Concept (CCC) ............................................................... 65
8.3.2. Use of Checklists ............................................................................................ 68
8.3.3. VFR/IFR Policy ............................................................................................... 70
8.3.4. Navigation Procedures .................................................................................... 72
8.3.5. Long Range Navigation .................................................................................. 74
8.3.6. Altimeter Setting Procedures ........................................................................ 163
8.3.7. Altitude Alerting System Procedures............................................................. 164
8.3.8. Ground Proximity Warning System (GPWS) ................................................. 165
8.3.9. Policy and Procedures for the use of TCAS / ACAS ..................................... 167
8.3.10. Policy and Procedures for In-Flight Fuel Management ................................. 168
8.3.11. Adverse and Potentially Hazardous Atmospheric Conditions ....................... 170
8.3.12. Wake Turbulence .......................................................................................... 181
8.3.13. Crew Members at their Stations .................................................................... 182
8.3.14. Use of Safety Belts for Crew and Passengers .............................................. 183
8.3.15. Admission to the Flight Deck......................................................................... 185
8.3.16. Use of Vacant Crew Seats ............................................................................ 185
8.3.17. Incapacitation of Crew Members................................................................... 185
8.3.18. Cabin Safety Requirements .......................................................................... 187
8.3.19. Passenger Briefing Procedure ...................................................................... 194
8.3.20. Cosmic and Solar Radiation.......................................................................... 196
8.3.21. Policy for the use of Autopilot and Autothrottle ............................................. 196
8.3.22. Automatic approach and landing (AUTOLAND) in CAT I or better weather
conditions.................................................................................................................. 197
8.3.23. Conducting Effective Briefings ...................................................................... 198

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8.3.24. Emergency procedures ................................................................................. 205

8.4. All Weather Operations (AWO) ........................................................................... 207
8.4.1. Terminology .................................................................................................. 207
8.4.2. CAT II Operations ......................................................................................... 208
8.4.3. CAT III Operations ........................................................................................ 208
8.4.4. Decision Height (DH) .................................................................................... 208
8.4.5. Alert Height (AH) ........................................................................................... 209
8.4.6. Runway Visual Range ................................................................................... 209
8.4.7. Minimum Approach Break Off Height (MABH) .............................................. 210
8.4.8. Operating Minima.......................................................................................... 210
8.4.9. Flight Preparation.......................................................................................... 211
8.4.10. Approach Preparation ................................................................................... 217
8.4.11. Approach Procedures ................................................................................... 218
8.4.12. Failures and Associated Actions ................................................................... 220
8.4.13. Low Visibility Takeoff (LVTO) ........................................................................ 222
8.4.14. Controlled Flight Into Terrain (CFIT) Hazard ................................................. 223
8.4.15. Stabilised Approach ...................................................................................... 225
8.4.16. Constant-angle Non-precision Approach (CANPA)....................................... 225
8.4.17. GPWS Warning and Escape Manoeuvre (Terrain Avoidance)...................... 232
8.4.18. GLS Approach .............................................................................................. 232
8.5. EDTO/ETOPS Concept ...................................................................................... 233
8.5.1. EDTO/ETOPS Segment................................................................................ 233
8.5.2. EDTO/ETOPS Approval ................................................................................ 233
8.5.3. EDTO/ETOPS Weather Minima .................................................................... 233
8.5.4. EDTO/ETOPS Backround Information .......................................................... 233
8.5.5. Communications Means ............................................................................... 234
8.5.6. Regulatory Compliance ................................................................................. 235
8.5.7. Definitions ..................................................................................................... 235
8.5.8. Declared B788 EDTO Fleet .......................................................................... 238
8.5.9. EDTO Operational Policies ........................................................................... 239
8.6. Minimum Equipment List and Configuration Deviation List ................................. 253
8.6.1. Minimum Equipment List (MEL) .................................................................... 253
8.6.2. Configuration Deviation List (CDL)................................................................ 254
8.6.3. Acceptance by the Crew ............................................................................... 254
8.7. Non-Revenue Flights .......................................................................................... 255
8.7.1. Training Flights ............................................................................................. 255
8.7.2. Test Flights/Training Flights .......................................................................... 255
8.7.3. Simulation of Abnormal or Emergency Procedures ...................................... 257
8.7.4. Delivery Flights ............................................................................................. 258
8.7.5. Ferry Flights .................................................................................................. 258
8.7.6. Demonstration Flights ................................................................................... 258
8.7.7. Positioning Flights ......................................................................................... 259
8.8. Oxygen Requirements ........................................................................................ 259
8.8.1. PBE ............................................................................................................... 260
8.8.2. First Aid Oxygen ........................................................................................... 260
8.8.3. Oxygen Requirements .................................................................................. 263

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8.9. Crew Regulations................................................................................................ 264

8.9.1. Behaviour in Public ....................................................................................... 264
8.9.2. Personal Documents..................................................................................... 264
8.9.3. Validity of Licenses and other Personal Documents ..................................... 265
8.9.4. Crew Member Certificate .............................................................................. 265
8.9.5. Company Identity Card ................................................................................. 265
8.9.6. Uniform ......................................................................................................... 265
8.9.7. Regulations for Wearing of the Uniform ........................................................ 266
8.9.8. Crew Baggage .............................................................................................. 266
8.9.9. Mail Box (Q-Pulse) ........................................................................................ 266
8.9.10. Tips, Rewards ............................................................................................... 266
8.9.11. Customs and Currency Regulations ............................................................. 266
8.9.12. Violation of Customs or Currency Regulations.............................................. 266
8.9.13. Duty Free Shopping ...................................................................................... 266
8.9.14. Change of Address ....................................................................................... 267
8.9.15. Handling of Company Material ...................................................................... 267
8.9.16. Accident/Illness ............................................................................................. 267
8.9.17. Crew Hotels .................................................................................................. 267
8.9.18. Night Stops/Stop Over away from the Home Base ....................................... 268
8.9.19. Contact of Crew Abroad ................................................................................ 268
8.9.20. Smoking in the Aircraft .................................................................................. 268
8.9.21. Serious Injury, Death or Other Symptoms..................................................... 268
8.10. Delay codes ........................................................................................................ 271
9. Dangerous Goods ....................................................................................................... 1
9.1. Information, Instructions and General Guidance on the Transport of DG ............... 1
9.1.1. Policy for the Transport of Dangerous Goods ................................................... 1
9.1.2. Glossary ............................................................................................................ 1
9.1.3. Abbreviations .................................................................................................... 4
9.2. Acceptance, Labelling, Handling, Stowage and Segregation of Dangerous Goods 5
9.2.1. Acceptance ....................................................................................................... 5
9.2.2. Labelling............................................................................................................ 5
9.2.3. Classification of Dangerous Goods ................................................................... 6
9.2.4. Handling .......................................................................................................... 13
9.2.5. Forbidden Goods ............................................................................................ 19
9.2.6. Acceptable Goods with Approval of AZAL, as Checked Baggage Only .......... 19
9.2.7. Acceptable Goods with Approval as Carryon Baggage Only .......................... 21
9.2.8. Acceptable Goods Permitted without Approval ............................................... 22
9.2.9. Provisions for Dangerous Goods carried by Passengers or Crew .................. 25
9.2.10. Loading of Dangerous Goods ......................................................................... 27
9.2.11. Responding to Emergency Situations involving Dangerous Goods ................ 30
9.3. Lithium Battery Fire in the Cockpit ........................................................................ 30
9.4. Provision of information ........................................................................................ 31
9.4.1. Information to Ground Personnel .................................................................... 31
9.4.2. Information to Passengers and Other Persons ............................................... 31
9.4.3. Information to Crew Members ......................................................................... 33

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9.4.4. Information / Notification to the PIC (NOTOC) ................................................ 33

9.4.5. Reporting to the Authorities............................................................................. 36
9.5. Transportation of Weapons, Munitions of War and Sporting Weapons................. 37
9.5.1. Transportation of Weapons and Munitions of War .......................................... 37
9.5.2. Transportation of Weapons/ Hunting Rifles and Sporting Firearms ................ 37
9.5.3. Carriage of Live Animals ................................................................................. 38
9.6. Dangerous Goods Training ................................................................................... 40
9.6.1. General Requirements for DG Training .......................................................... 40
9.6.2. Initial DG Training ........................................................................................... 41
9.6.3. Recurrent DG Training .................................................................................... 41
9.6.4. Requalification DG Training ............................................................................ 41
9.6.5. Training Records DG ...................................................................................... 41
10. Security........................................................................................................................ 1
10.1. General ................................................................................................................... 1
10.1.1. Authority of the PİC ........................................................................................... 1
10.1.2. Disorderly Passengers ...................................................................................... 1
10.1.3. Bomb or Sabotage Threats ............................................................................... 2
10.1.4. Hijacking/Unlawful Seizure of an Aircraft .......................................................... 5
10.1.5. Crime on Board ................................................................................................. 8
10.1.6. A Description Of Preventative Security Measures And Training ....................... 9
10.2. Searching of Passenger Aircraft ........................................................................... 10
10.3. Post Disembarkation Checks ................................................................................ 11
10.4. Aircraft Searches-Check-lists and Certificates ...................................................... 12
10.5. Who May Search, Check and Control Access ...................................................... 12
10.6. Controlling Access to Aircraft in Service ............................................................... 12
10.7. Access Control ...................................................................................................... 13
10.8. Protection of Aircraft not in Service ....................................................................... 14
10.9. Prevention of Stowaways ...................................................................................... 14
10.10. Admission to Flight Deck................................................................................. 15
10.10.1. Flight Deck Door Principles ....................................................................... 16
10.10.2. Locked flight deck door during Abnormal Situations ................................. 17
10.11. The Four Levels of Threat ............................................................................... 17
10.12. Flight Deck Security ........................................................................................ 18
10.13. Flight and Cabin Crew Actions ........................................................................ 20
10.14. Post- Incident .................................................................................................. 25
11. Handling, Notifying and Reporting of Occurrences................................................. 1
11.1.1. Definitions of Occurrences ................................................................................ 1
11.1.2. Definitions of Responsibilities ........................................................................... 2
11.2. Procedures for Occurrence Reporting .................................................................... 4
11.2.1. Incident Reporting ............................................................................................. 5
11.2.2. Accident and Serious Incident Reporting .......................................................... 5
11.2.3. Specific Reports ................................................................................................ 6
11.2.4. Occurrences required to be reported by the SCAA ........................................... 7

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11.2.5. Flight Data Monitoring (FDM) ............................................................................ 9

11.2.6. Use of AZAL Flight Reporting Forms .............................................................. 12
11.2.7. Retention of Forms ......................................................................................... 15
11.3. Accident Notification, Responsibilities, Reporting Sequence ................................ 15
11.3.1. Responsibilities ............................................................................................... 15
11.3.2. Crisis Director ................................................................................................. 17
11.3.3. Emergency and Security Committee............................................................... 18
11.3.4. Emergency and Security Committee Centre ................................................... 18
11.3.5. Investigations of Accidents and Incidents ....................................................... 18
11.3.6. Field Representative ....................................................................................... 20
11.3.7. Emergency Response Plan............................................................................. 22
11.3.8. Press Releases ............................................................................................... 22
11.4. Verbal Notification to ATC ..................................................................................... 23
11.4.1. Bird Hazards ................................................................................................... 23
11.4.2. Dangerous Goods Incident ............................................................................. 23
11.4.3. Hazardous Conditions ..................................................................................... 23
11.5. Written Report Procedures ................................................................................... 23
11.5.1. Air Traffic Incident ........................................................................................... 23
11.5.2. ACAS R/A Incident.......................................................................................... 24
11.5.3. Bird Strike ....................................................................................................... 24
11.5.4. Dangerous Goods Incident or Accident .......................................................... 24
11.5.5. Unlawful Interference ...................................................................................... 24
11.6. Aircraft Pilot Security Check.................................................................................. 24
11.7. Unruly Passenger Warning Card-Disruptive ......................................................... 25
11.8. Unrully Passenger Warning Card-Smoking .......................................................... 26
12. Rules of the Air ........................................................................................................... 1
12.1. Introduction ............................................................................................................. 1
12.2. Visual Flight Rules .................................................................................................. 1
12.3. Instrument Flight Rules ........................................................................................... 2
12.3.1. Rules applicable to all IFR Flights ..................................................................... 2
12.3.2. Rules applicable to IFR Flights within Controlled Airspace ............................... 3
12.3.3. Rules applicable to IFR Flights outside Controlled Airspace ............................. 3
12.4. Application of the Rules of the Air ........................................................................... 4
12.4.1. Territorial application of the Rules of the Air ..................................................... 4
12.4.2. Compliance with the Rules of the Air ................................................................ 4
12.4.3. Responsibility for Compliance with the Rules of the Air .................................... 4
12.4.4. Authority of the Pilot in Command..................................................................... 4
12.5. Communication Procedures .................................................................................... 4
12.5.1. Communication with ATC.................................................................................. 5
12.5.2. Responsibility .................................................................................................... 5
12.5.3. Procedures........................................................................................................ 5
12.5.4. Communication Failure ..................................................................................... 9
12.5.5. Unlawful Interference ........................................................................................ 9
12.5.6. Actions to be taken by the crew in case of aircraft suffers distress ................. 10

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12.5.7. Organization and Conduct of Rescue Operations in the Territory and in the
Area of Aerodrome ..................................................................................................... 13
12.6. Interception ........................................................................................................... 13
12.7. Signals .................................................................................................................. 16
12.8. Time System used in Operation ............................................................................ 16
12.9. ATC Clearances, Adherence to Flight Plan .......................................................... 16
12.9.1. Inadvertent Changes....................................................................................... 16
12.9.2. Position Reports.............................................................................................. 17
13. Leasing ........................................................................................................................ 1
13.1. Terminology ............................................................................................................ 1
13.2. Leasing of Aircraft with JAA Operators ................................................................... 1
13.2.1. Wet lease-out .................................................................................................... 1
13.2.2. All Leases Except Wet Lease-Out .................................................................... 1
13.3. Leasing of Aircraft with a non JAA Operator ........................................................... 1
13.3.1. Dry Lease-in...................................................................................................... 1
13.3.2. Wet Lease-in ..................................................................................................... 1
13.3.3. Dry lease-out..................................................................................................... 2
13.3.4. Wet lease-out .................................................................................................... 2
13.4. Leasing of Aircraft at Short Notice (Sub-charter) .................................................... 2
13.5. Leasing Procedures ................................................................................................ 2
13.6. Management Responsibilities ................................................................................. 3
14. Annexes ....................................................................................................................... 1
14.1. Highlights and Changes for winter 2019-2020 ........................................................ 1
14.2. Azerbaijan Airlines - Flight Plan ............................................................................ 61
14.3. Application of Aerodrome Forecasts (TAF & Trend) to Pre-Flight Planning .......... 73
14.4. Flight Preparation.................................................................................................. 74
14.5. QNH and Temperature Correction ........................................................................ 75
14.5.1. QNH Correction .............................................................................................. 75
14.5.2. Temperature Correction .................................................................................. 75
14.6. Altitude Correction ................................................................................................ 76
14.7. Oceanic Expanded Checklist ................................................................................ 77
14.7.1. Flight Planning ................................................................................................ 77
14.8. EDTO/ETOPS OFP Sample ................................................................................. 83
14.9. APU In-Flight Start Program ............................................................................... 100
14.10. Pre-Flight Briefing to the Cabin Crew Members ............................................ 101

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0.3. Record of Revisions
Edition/Revision # Effective Date Description of Changes

Original, N/A 23.3.2008 Additional information
Edition 1, N/A 25.06.2010 Additional information
Edition 1, Rev.01 13.11.2011 Additional information
Edition 2, Rev. 01 11.12.2012 Additional information
Edition 6, Revision 0 04.05.2018 Additional information
28.12.2019 -Added information about EFB,
-Changed title of position,
-Added information about aircraft tracking by
ACARS,
-some changes in Quality System, deleted
Supernumerary handling procedures,
supernumerary safety briefing,
Edition 7 supernumerary briefing checklist.
-Some changes in Dangerous Goods
chapter
-Added Emergency procedures

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-Added Aircraft performance for all phases

of flight;
Edition 7, Rev. 01 26.02.2020 -Added Cabin Safety Requirements;
-Added a process for screening candidates
for the position of PIC;
-Extraction from Organizational Structure of

“AHY” CJSC (AZAL) added;
-Added Flight Operation Organisational
Edition 7, Rev. 02 21.07.2020 Sturcture;
-Management Personnel and Nominated
Post Holder(s) edited;
-Recency edited;
-Delegation of duties edited
Edition 7, Rev. 03 22.12.2020 -Highlights and changes for holdover time
tables 2020/2021 edited:
Edition 7, Rev. 04 03.02.2021 -New policy, procedure and guidance

added;
0.4. Record of Temporary Revisions
Edition/Revision
Effective date Description of Changes
Number

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0.5. Revision Highlights

The following tables describe changes contained in the Edition 7, Rev. 04 and the table
called Revision Highlights, describes the significant changes and changes in each of the
section in relation to the current edition.
Edited
Area Changed Description of Significant Changes
Date
Chapter Addion/Elimination
Commencement and Continuation of

8.1.8.3 Flight/ApproachCommencement and Continuation of 03-Feb-21
Flight/Approach
8.1.8.5.2 Conversion of visibility to RVR 03-Feb-21
8.1.13.6 Mass and Balance Documentation 03-Feb-21
Policy and Procedures for In-Flight Checks and

8.3.10 MonitoringPolicy and Procedures for In-Flight Checks 03-Feb-21
and Monitoring
8.3.22 Automatic approach and landing (AUTOLAND) in CAT I 03-Feb-21

or better weather conditions
0.6. Distribution List

Electronic Version ( Q-Pulse) – company wide.
0.7. General Requirements
The Operations Manual has been prepared in accordance with the conditions contained in
the Air Operator Certificate (AOC) and with the relevant provisions of AAR-OPS1. It is
approved by the SCAA. In addition, it contains the applicable national rules and
regulations as well as relevant ICAO Standards and Procedures for Air Navigation
Services. It reflects the valid company policies, regulations and procedures. The SCAA
has been provided with an electronic copy of the Operations Manual, and receives all
amendments and revisions thereto.
0.7.1. Legal Issues
The company will not operate an aircraft for the purpose of commercial air transportation
other than in accordance with AAR-OPS1 and comply with all requirements and applicable
national regulations.
Flight crewmembers shall be supplied with a personal copy of the Part A and Part B of the
Operations Manual, other crewmembers and departments with a personal copy of extracts
from the "Part A" and "Part B" that are relevant to their duties. The current parts of the

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Operations Manual relevant to the duties of the crew, inclusive of the current Airplane
Flight Manual and “Part C” Route Manual, shall be carried on each flight.

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Administration and Control Date: 28-Dec-19
The Cabin Crew Handbook (for example, CCH) must not conflict with the Operations
Manual and should be approved by the Deputy Executive Director on Flight Operations -
Flight Operations Director . Flight Service Manuals should be distributed to all stations
where the Operations Manual is found.
AZAL utilizes Electronic Flight Bag (EFB) for all fleet. As a rule, two assemblies of EFB are
fitted in the aircraft, one of which is for back up. Departures from the base airport without
two operative EFB are not permitted. Departures from transit airports to the base airport
are allowed with one EFB.
0.7.2. Role of Authorities
State Civil Aviation Agency (SCAA) as well as any foreign aviation authority has the right
to conduct different types of safety inspections, in order to monitor AZAL’s compliance with
applicable regulations.
0.7.3. Obligations
The rules and regulations contained in the Operations Manual shall be adhered to by the
relevant personnel at all times; in the event of wilful or negligent disobedience to those
rules and regulations the personnel concerned may become subject to disciplinary, legal
or penal action. However, 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 emergencies.
The pilot-in-command shall, 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.
0.8. Operational Manual General
0.8.1. Operational Manual Structure
The Operations Manual consists of four separate parts:
- Part A - General/Basic information, Requirements and procedures
- Part B - Aircraft Type Operating procedures and Requirements
- Part C - Route Manual(s)
- Part D - Training Manual for Flight & Cabin crew and ground staff
Part “A” comprises the "General/Basic" part. It contains the non-type related operational
policies, instructions and procedures required for a safe operation. It details the duties and
responsibilities of all ground and flight operations personnel and their interrelationship to
the operation as a whole.
Part “B” comprises the "Airplane Operating Matters" part. It contains all type related
instructions and procedures required for a safe operation. It takes account of the different
documentation (FCOM, SOP, AFM, AOM, MEL, CDL, QRH or equivalent document). It
contains relevant checklists, and a description and instructions for the use of emergency
equipment and instructions relating to the action to be taken in emergencies.
Part “C” comprises the "Route and Aerodrome Instructions and Information" required for
the area of operation. Part of the Route Manuals are the current maps and charts and
associated documents covering the intended flight inclusive of any diversion which may
AZAL Operations Manual Part A Edition 7

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reasonably be expected and containing essential information relating to the Search and
Rescue Services in the area over which the aircraft will be flown.
“AZAL” applies the Jeppesen Route Manual. (Electronic)
Part “D” (Training Manual) comprises all training instructions for personnel required for
safe operation.
0.8.2. Format
This manual is divided into chapters which contain sections and sub-sections. Each
chapter (sometimes a section) is prepared as a whole within itself and identified with a
revision number and date applicable to the whole of that chapter. The page number in a
chapter starts with “1”. Administration and Control Section starts with a Table of Contents.
The header shows the manual title, chapter title, chapter number, page number, revision
number and revision date.
Digital copy of this manual in PDF format is available on the server for use throughout the
company, for Crew Members via EFB.
0.8.3. Electronical Flight Bag (EFB) Operations
(Refer to: AAR-OPS 1 10.16)
During the departure from the base airport it is mandatory to keep two sufficiently charged
EFBs with charge unit on board. During take-off and approach both EFB must be stowed
or mounted. Pilot considers one EFB for primary use, the second one for reserve. Both
EFBs shall be used for crosscheck
Departure is not permitted with one EFB from the base airport. Exception provided only for
transit airports. EFB content consists of:
- Operations Procedures (Operations Manual Part A , CCH-A)
- Jeppesen aeronautical charts and Manuals
- AFM, FCOMs, FCTM, QRH, MEL/CDL, WBM
- DGM, SMS, other company related manuals and bulletins
- Performance software
- Electronic Flight Folder software with complete Briefing package ( Meridian MFB)
The EFB Policy and Procedures Manual for each aeroplane, which has an EFB approval,
details operational procedures, to be followed by flight crews to ensure safe and efficient
use of the EFB. Operation of EFB is described in EFB Company manual.
0.8.4. “Meridian” Software
“Meridian” software includes the followings information for Flight Crew and Cabin Crew
and provides scheduled generation of back-up record files:
- Full flight simulator records;
- Line checks;
- Initial and all recurrent training records;
- Type rating;
- Passport, Medical certification, crew licenses’ and certificates expire dates;

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- Planning and control of Flight Crew and CC;

- Control of Flight duty period and flight time;
- Instructors rating validity;
- Initial approvement for DGR and INT flight operations;
- Type experience;
- Captain’ experience;
- First officer experience;
- Pilots weather minimum for take-off and landing;
Effectiveness of all crew licences (showed above) provides in meridian program for
controlling expiration of them. Electronic records of flight crew are kept untill the expiration.
0.8.5. Language and Writing Policy
Refer to: AAR–OPS 1 2.6)
The common languages for AZAL are Azeri (Azerbaijanian) and English. All crew
members shall have a good command of English and be able to communicate proficiently
in English.
- All call outs and commands - in English.
- All cockpit-ground communications - in English or Azeri.
- All report forms - in English and Azeri.
- All line traning operations –in English and Azeri.
All operations personnel shall be able to understand those parts of the Operations Manual,
which pertain to their duties and responsibilities.
Shall, Should, May
When used in the Operations Manual, the following terms shall have the meaning outlined
below:
"Shall" ; An action verb in the imperative sense means that the application of a rule or
procedure or provision is mandatory.
"Should" ; Means that the application of a procedure or provision is recommended.
"May" ; Means that the application of a procedure or provision is optional.
0.8.6. System of Amendment and Revision
The system of amendment and revisions follows the hard Manual ”Documentation control”.
This means for the Operations Manual Part A, its amendments and revisions are published
and issued by the Flight Operations Department. The Deputy Executive Director on Flight
Operations - Flight Operations Director is responsible for its contents, and for keeping the
instructions and information up-to-date. He shall supply the SCAA with intended
amendments and revisions in advance of the effective date.
When an amendment concerns any provision or procedure that must be approved by the
SCAA such approval shall have been obtained before the amendment becomes effective.
Only when immediate amendments or revisions are required in the interest of safety may

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they be published and applied immediately provided that any approval required has been
applied submitted to the SCAA.
Each holder of the Part A and each person responsible for a copy of the Part A in his
possession (e.g. an office copy being a source of reference for himself and others) shall
revise the manual at the time specified with the amendment and complete the Record of
Revision of the OM.
Handwritten amendments are permissible only in situations requiring immediate revision in
the interest of safety; they shall be initiated and put into force by a circular or a Teletype
message of the Deputy Executive Director on Flight Operations - Flight Operations
Director . They shall be followed by a formal amendment as soon as practicable and the
SCAA shall be informed immediately.
Part A is divided into chapters, which are broken down into subchapters and subsections.
In the top right corner, each manual page bears a chapter reference, consisting of a group
of numerals indicating the chapter and the consecutive page number in that chapter. Also
included is the effective date and revision number.
With each normal amendment an updated "Revision Highlights" shall be issued which will
enable the user to ensure his manual is current. In order to identify changes, additions or
deletions a vertical line or letter ‘R’ shall be used to outline revised or newly published
paragraphs on the pages. In addition, an introduction will be provided identifying the
revised pages and briefly describing the reason for their revision. Personnel are required
to carefully take note of the change.
When it becomes necessary to effect changes to Part A on very short notice or to effect
changes limited to a defined period of time, a "Temporary Revision" will be published
either in the form of a revised reprint of the effected page by a circular issued by the
appropriate department. A Temporary revision is printed on yellow coloured paper. The
page(s) affected shall be entered in the "Temporary Revision Record". Temporary
Revisions shall be brought to the attention of the SCAA immediately and unless limited to
a defined period of time will be followed by a normal amendment as soon as practicable.
Part A, its applicable parts and the amendments shall be distributed as expeditiously as
possible. Crewmembers will receive this material via a crew mailbox at the Company
office, or via Co-mail sent to all outstations.
All documents kept in the office will be revised and maintained by the Flight Operations
department. All documents kept in computer format will be classified and revision details
will be listed in the quality department for reference to all personnel.
All documents delivered to new-joining pilots will be recorded on the standard distribution
forms.

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0.8.7. Flight Operations Publications

All Flight Operations publications are mandatory and approved by the Deputy Executive
Director on Flight Operations - Flight Operations Director .
Essential pilot information will be transmitted by:
 Read and sign memorandums
 E-mail
 Crew Members Mailbox (Q-Pulse)
Flight Crew Instructions(FCI) are a permanent part of the company policy and may
replace current operating information until appropriate manuals are amended and they are
valid until amended or cancelled. FCI and Memorandums, which are dated and numbered
will be kept at OCC, Station Managements and are considered permanent until cancelled
or revised by Flight Operations Department.
Read & Sign Memorandums are not required to be carried on flight but should be read in
operations before the flight, these memorandums generally of a temporary and
administrative nature.
Flight Operations Instructions (FOI) are company regulations relating to Flight
Operations, not explained in the pilots personal contracts, i.e. Discipline, Vacation, etc.
Flight Crew Operating Manuals (FCOM’s) are made available to Flight Operations
personnel and form part of the Company policy. Office copies of this manual will be a
source of reference for others. They will be kept and revised by the Flight Operations
Department.
0.9. Definitions
Accelerate-Stop Distance available (ASDA) – The length of the takeoff run available
plus the length of stop way, if such stop way is declared available by the appropriate
Authority and is capable of bearing the mass of the aircraft under the prevailing operating
conditions.
Accountable Manager (Executive Director) – The person, acceptable to the Authority,
who was corporate authority 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.
Aerodrome operating minima – The weather limitations governing visibility of an
aerodrome for either takeoff or landing usually expressed in terms of runway visual range
or visibility, decision altitude/height (DA/DH/MDA) and cloud conditions.
Aerodrome or Airport – A defined area on land or water (including any buildings,
installations and equipment) intended to be used either whole or in part for the arrival,
departure and surface movements of aircraft. Aerodrome and airport are considered to be
equivalent in this manual.
Aeronautical Mobile Service - all stations on the ground or in the air involved in the day-
to-day operations of the aircraft.
Airplane Flight Manual (AFM) - EASA-approved document that contains information
(limits, procedures, data, etc) required to operate the aircraft at the level of safety and
efficiency specified in the aircraft certification criteria.

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Operating Manual (AOM) - AOM is the part of the Operations Manual describing in the
detail characteristics and operation of the aircraft and its systems. The AOM describes in
detail specific aircraft operating procedures, checklist, system descriptions and tabulated
operating data for easy pilot referable pure actual line operations.
Aircraft – Airplane and aircraft are considered to be equivalent in this manual.
Aircraft equipment – Articles, other than stores and spare parts of a removable nature for
use on board an aircraft during flight including first – aid and survival equipment.
Aircraft type - All aircraft of same basic design including all modifications thereto, except
those modifications, which result in a change of handling or flight characteristics or crew
complement.
Air Operator Certificate (AOC) - A certificate authorizing an operator to carry out
specified commercial air transport operations and includes: Operator identification (name
and location); Date of issue and period of validity; Description of types of operations
authorized; Type(s) of aircraft authorized for use; Authorized areas of operation or routes;
Exemptions, deviations and waivers (listed by name); Special authorizations, to include, as
applicable: Low visibility takeoff (LVTO); CAT II and/or III approaches; Head-up displays
(HUD) and enhanced vision systems (EVS) operations (if such systems are used to gain
operational benefit); GPS approaches; EDTO/ETOPS; RVSM operations; MNPS
operations; RNAV/RNP operations, to include approved applications and, when applicable,
the associated approved RNP levels required to operate within a defined airspace;
Transport of dangerous goods; Electronic Flight Bag (EFB) operations.
Alternate Aerodrome - An aerodrome designated by an operator for a particular flight,
other than the destination aerodrome, and to which an aircraft may proceed when it
becomes impossible or inadvisable to proceed or land at the aerodrome of intended
landing.
Alternate aerodrome includes the following:
Takeoff Alternate – An alternate aerodrome at which an aircraft can land should this
become necessary shortly after takeoff and it is not possible to use the aerodrome of
departure.
En-route Alternate – An aerodrome to which an aircraft would be able to land after
experiencing an abnormal or emergency condition whilst en-route.
Destination Alternate – An alternate aerodrome to which an aircraft may proceed
should it become impossible or inadvisable to land at the aerodrome of intended
landing.
Note: The aerodrome from which a flight departs may also be an en-route or a destination alternate
aerodrome for that flight.
Air Time - The time between the moments the aircraft commences takeoff (TAKEOFF time)
until the moment the aircraft touches down after the flight (LANDING time).
Air Traffic Incident - “Air Traffic Incident” is used to mean a serious occurrence involving
air traffic such as:
 Near collision,
 Serious difficulty caused by:
• Faulty procedures or lack of compliance with applicable procedures, or

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• Failure of ground facilities.

Air traffic incidents are designated and identified in reports as follows:
 First point above: NEAR COLLISION
 Second point above: PROCEDURAL
 Third point above: FACILITY
Approved - Document by the Authority as suitable for a particular purpose.
Approved by the Authority – This means either approved by the Authority directly or in
accordance with a procedure approved by the Authority.
Approved Standard – This means a manufacturing/design/maintenance/quality standard
approved by the Authority.
Authority - The competent authority responsible for the safety regulation of civil aviation in
the state of the applicant or operator. (i.e. SCAA)
Blind Transmission - a transmission from one station to another in circumstances where
two-way communication cannot be established, but where it is believed that the called
station is able to receive the transmission.
Business Aviation - An aircraft transport operation, other than commercial air
transportation or corporate aviation, for the purpose of transportation in connection with
the business of the pilot, or of his employer, for which the pilot and/or other crew members
do not receive direct compensation which is of more than a nominal nature, for their
services.
Cabin Attendant – A cabin crewmember to be carried on a flight for the purpose of
performing duties assigned by the operator or the PIC, in the interest of the safety of
passengers, but who is not a flight crewmember.
Cabin Chief – The cabin chief is the designated senior cabin crew member, who shall
have responsibility to the PIC for the conduct and co-ordination of cabin safety and
emergency procedure(s) specified in the Operations Manual.
Cabin Crew Member (required) - A crew member required by AAR-OPS1 to be carried
on a flight for the purpose of performing duties assigned by the operator or the PIC, in the
interest of the safety of passengers, but who is not a flight crew member.
Captain – Flight crew member having the qualification to act as pilot in command.
Cargo - In relation to Commercial Air Transportation any property, including animals and
mail, carried by an aircraft other than stores and accompanied baggage.
Circling – The visual phase of an instrument approach to bring an aircraft into position for
landing on a runway which is not suitably located for a straight-in approach.
Commercial aerial work - An aerial work operation for remuneration or hire and/or for
which the crew members receive direct compensation, which is more than a nominal
nature, for their services as crew members.
Commercial Air Transport Aircraft - An aircraft flying, or intended by the operator of the
aircraft for the purpose of commercial air transportation.
Commercial Air Transportation - The transportation by air of passengers or cargo for
remuneration or hire.

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Commercial air transportation Operation - An aircraft operation involving the transport

of passengers or cargo for remuneration or hire.
Conditional Clearance - a clearance containing any term to be met before conducting the
clearance e. g. "Azerbaijan 777, behind the landing B-787 line up and wait, behind"
Contaminated Runway - A runway is considered to be contaminated when more than
25% of the runway surface area (whether in isolated areas or not) within the required
length and width being used is covered by the following:
 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;
 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);
 Ice, including wet ice.
Co-pilot - A member of the flight crew acting in any piloting capacity, other than as
captain.
Corporate Aviation - An aircraft transport operation on behalf of a company, other than
commercial air transportation, in connection with the transport of passenger(s) or cargo for
a company, or another member of the same group of companies, where the crewmembers
receive direct compensation, which is of more than a nominal nature, for their services as
crewmembers.
Crew Member - A person assigned by an operator to duty on the aircraft during flight time.
Damp Runway – A runway is considered damp when the surface is not dry, but when
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 or property when transported by air and which are classified according to
JAR - OPS.
Destination Alternate – A suitable aerodrome to which an aircraft may proceed, should it
become impossible or inadvisable to land at the aerodrome of intended landing.
Note: The Aerodrome from which a flight departs may also be an en-route or a destination alternate
aerodrome for that flight.
Dry Runway – A dry runway is one which is neither wet nor 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.
En-route Alternate - An adequate aerodrome at which an aircraft would be able to land
after experiencing an abnormal or emergency condition, whilst en-route.
Estimated off–Block Time - The estimated time at which the aircraft will commence
movement associated with departure.
Exemption – A formal authorization issued by the Authority providing relief from part or all
of a regulation. The authorization may or may not be conditional.
Final reserve Fuel - An amount of fuel for all turbine powered (jet or turboprop) aircraft,
calculated to fly for 30 minutes at holding speed at 1500ft. MSL/ISA conditions calculated

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with the expected landing mass at alternate (or at destination for 60 minutes– if no
alternate is required).
First Officer – A title for a qualified flight crewmember not being the pilot-in-command or
Captain.
Flight Plan:
 ATS Flight Plan: Specified information to Air Traffic Services units, relative to an
intended flight or portion of a flight of an aircraft.
 Current ATS Flight Plan: The ATS Flight Plan, including changes, if any brought
about by subsequent changes.
 Filed ATS Flight Plan: The Flight Plan as filed with an ATS unit by the pilot or his
designated representative, without any subsequent changes.
 Operational Flight Plan: The operator’s plan for the safe conduct of the flight
based on considerations of aircraft performance, other operating limitations and
relevant expected conditions on the route to be followed and at the aerodromes
concerned.
 Repetitive ATS Flight Plan: 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 - means, for aeroplanes and touring motor gliders, the time between an aircraft
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 shut down;
Note: 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.
Handling Agent – An agency which perform on behalf of the operator some or all of
functions including receiving, loading, unloading, transferring or other processing of
passengers or cargo.
Handicapped Passenger - A person who is unable to move by himself to the nearest
emergency exit at floor level in the event of an emergency evacuation.
Instrument Flight Time - Time during which a pilot is piloting an aircraft solely by
reference to instruments and without external reference points.
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:
 For aircrafts with reciprocating engines, fuel to fly for 45 minutes plus 15% of the
flight time planned to be spent at cruising level or two hours, whichever is less; or
 For aircrafts with turbine engines, fuel to fly for two hours at normal cruise
consumption above the destination aerodrome, including final reserve fuel.
Landing Distance Available (LDA) – The length of a runway, which is declared available
by the appropriate Authority, and suitable for the ground run of an aircraft landing.
Lessor – Who gives away an aircraft on a lease basis.

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Master Minimum Equipment List (MMEL) -A list established for a particular aircraft type
by the manufacturer with the approval of the State of Manufacture containing items, one or
more of which is permitted to be unserviceable at the commencement of a flight. The
MMEL may specify with special operating conditions, limitations or special procedures.
Maximum Approved Passenger Seating Configuration – The maximum passenger
seating capacity of an individual aircraft, excluding pilot seats or flight deck seats and
cabin crew seats as applicable, used by the operator, approved by the authority and
specified in the AOC and OM, Part B.
Maximum Certificated Takeoff Mass -The maximum total weight of the aircraft and its
contents at which the aircraft may takeoff anywhere in the world in the most favourable
circumstances in accordance with the Certificate of Airworthiness in force in respect of the
aircraft.
Minimum Equipment List (MEL) -A list which provides for the operation of the aircraft,
subject to specified conditions, with particular equipment inoperative, prepared by the
operator in conformity with, or more restrictive than, the MMEL established for the aircraft
type.
Night – The hours between the end of evening civil twilight and the beginning of morning
civil twilight or any other period between sunset and sunrise, as specified by the State
Authority.
Operational Control -The exercise of authority over the initiation, continuation, diversion
or termination of a flight in the interest of the safety of the flight.
Operator -A person, organization or enterprise engaged or intending to engage in an
aircraft operation.
Passenger -A person other than a crewmember travelling or about to travel on an aircraft.
Person with reduced mobility – A PRM is a passenger whose mobility is reduced due to:
 Physical incapacity (sensorial or locomotive)
 Intellectual deficiency
 Age (child, infant, elderly)
 Illness
 Other cause of disability when using transport
 Any passenger who needs special attention and/or adaptation of the situation other
than normal) is considered a PRM.
Pilot-in-Command - The pilot designated by the operator as a Captain of the aircraft and
has a right seat qualification..
Precision Approach - An instrument approach using instrument Landing System,
Microwave Landing System or Precision Approach Radar for guidance in both azimuth and
elevation.
Pre-flight Inspection – This means the inspection carried out before flight to ensure that
the aircraft is fit for the intended flight.
Quality Assurance – All those planned and systematic actions necessary to provide
adequate confidence, that operations are conducted in accordance with all applicable
requirements, procedures and instructions.

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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 even.
Quality System – The organizational structure, responsibilities, procedures and resources
for implementing a quality management.
Read Back - some important instructions or information must be read back to confirm or to
check accuracy of reception.
Sector – A flight comprising takeoff, departure, cruise of not less than 15 minutes, arrival,
approach and landing phases.
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.
State of Origin – The state in whose register the aircraft is entered.
State of Registry -The State on whose register the aircraft is entered.
State of the Operator -The State in which the Operator has his principal place of business
or if he has no such place of business his permanent residence.
Station - a set of equipment, which is used to transmit or receive aeronautical information.
It could be a radio in aircraft or on the ground.
Synthetic Flight Trainer -Anyone of the following three types of apparatus in which flight
conditions are simulated on the ground:
 Flight Simulator, which provides an accurate representation of the flight deck of a
particular aircraft type to the extent that the mechanical, electrical, electronic, etc.,
aircraft systems, control functions, the normal environment of flight crew members,
and the performance and flight characteristics of that type of aircraft are
realistically simulated;
 Flight Procedures Trainer, which provides a realistic flight deck environment,
and which simulates instrument responses, simple control functions of mechanical,
electrical, electronic, etc., aircraft systems, and the performance and flight
characteristics of aircraft of a particular class.
 Basic Instrument Flight Trainer, which is equipped with appropriate instruments,
and which simulates the flight deck environment of an aircraft in flight in IMC.
Takeoff Alternate – A suitable aerodrome at which an aircraft can land should this
become necessary shortly after takeoff and it is not possible to use the aerodrome of
departure.
Takeoff Distance Available (TODA) – The length of the takeoff run available plus the
length of the clearway available.
Takeoff Weight – The takeoff weight of the aero plane shall be taken to be its mass,
including everything and everyone carried at the commencement of the takeoff run.

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Takeoff Run Available (TORA) – The length of a runway, which is declared available by
the appropriate Authority and suitable for the ground run of an aircraft taking off.
Visual Approach – An approach when either part or all of an instrument approach
procedure is not completed and the approach is continued with visual reference to the
terrain.
Weight – Weight and mass are considered to be equivalent in this manual.
Wet Runway – A runway is considered wet when the runway surface is covered with
water, or equivalent, less than specified as ‘contaminated runway’ or when there is
sufficient moisture on the runway surface to cause it to appear reflective, but without
significant areas of standing water.
0.10. Abbreviations
A
AAR-Ops1 Aviation Regulations of Azerbaijan
AAL Above Aerodrome Level
A/C Aircraft
ACAS Airborne Collision Avoidance System
ACC Area Control Centre
Acc Mgr Accountable Manager, Executive Director
CAN Aircraft Classification Number
AD Airworthiness Directive
ADF Automatic Direction Finder
ADI Attitude Director
ADREP Accident/Incident Reporting System
AFIS Aerodrome Flight Information Services
AFM Airplane Flight Manual (or Airplane Flight Manual) (Boeing Term)
AFTN Aeronautical Fixed License Telecommunication
ATFM Air Traffic Flow Management
AGL Above Ground Level
AIC Aeronautical Information Circular
AIM Aeronautical Information Manual
AIP Aeronautical Information Publication
AIS Aeronautical Information Service
AL Above Aerodrome Level
AM Accountable Manager, Executive Director
AMC Acceptable Means of Compliance
AMSL Above Mean Sea Level
AOC Air Operator Certificate
AOM Airplane Operating Manual
APA Accident Prevention Advisor
APO Accident Prevention Officer
APP Approach Control Office
APS Accident Prevention Specialist
APU Auxiliary Power Unit
ARO Air Traffic Services Reporting Office
AS Airport Services
ASD Accelerate Stop Distance

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ASDA Accelerate Stop Distance Available

ASU Air Starter Unit
ATA Actual Time of Arrival
ATC Air Traffic Control
ATD Actual Time of Departure
ATIC AIR TRAFFIC Incident Commission
ATIS Automatic Terminal Information Service
ATO Actual Time Overhead
ATPL Airline Transport Pilot
ATS Air Traffic Service Network
AP Administrative Procedure
AVGAS Aviation Gasoline
B
BBS Tech log Sheet
BECMG Becoming
BKN Broken
BRNAV Basic R-Navigation
C
C Celsius (Temperature)
C/A 1 Senior Cabin Attendant
C/A Cabin Attendant
SCAA State Civil Aviation Authorities
CCM Cabin Crew Manual
CAO Cargo Aircraft Only
CAT Clear Air Turbulence
CAT II Category II All Weather Operations
CAT III Category III All Weather Operations
CAVOK Ceiling and Visibility OK
CB Cumulonimbus
CBT Computer Based Training
CCC Crew Coordination Concept
CCR Cockpit Crew Report
CDL Configuration Deviation List
CEC Cabin Emergency Checklist
CEM Company Emergency Manual
CEO Chief Executive Officer
CFIT Controlled Flight Into Terrain
FOD Deputy Executive Director on Flight Operations - Flight Operations
Director
CFP Computerized Flight Plan
CG Centre of Gravity
CI Chief Instructor
CL Centreline Lights
CM Crewmember
Cm Centimetre
CO2 Carbon Dioxide
COM Communications/Equipment
CP Co-pilot

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CPL Commercial Pilot License

CRM Crew Resource Management
CRP Compulsory Reporting Point
CTM Crew Training Manual
D
DA Decision Altitude
DA/H Decision Altitude/Height
DDMM Deputy Director Maintenance
DDL Dispatch Deviation List
Dept Department
Dev Deviation
DGO Director of Ground Operations
DGR Dangerous Goods Regulations
DH Decision Height
DIST Distance
DM Maintenance Manager (Director of Maintenance)
DME Distance Measuring Equipment
Doc Document
DOI Dry Operating Index
DOM Dry Operating Mass
DT Director, Training
DTGO Distance To GO
E
EADI Electronic Attitude Director Indicator
EALT En-route Alternate
EAT Expected approach Time
ECAC European Civil Aviation Conference
EDP Electronic Data Processing
EFATO Engine Failure After Takeoff
EFIS Electronic Flight Instrument System
EHSI Electronic Horizontal situation Indicator
EICAS Engine Indication and Crew Alerting System
EMI Electro Magnetic Interference
ERG Emergency Response Guide
ETA Estimated Time of Arrival
ETD Estimated Time of Departure
ETOPS/EDTO Extended Range Operations with Twin- Engine Aircraft/Extended
Diversion Time Operation
F
F Fahrenheit
FAA Federal Aviation Administration
FBS Fixed Base Simulator
FCL Flight Crew Licensing
FRMS Fatigue Risk Management System
FCTM Flight Crew Training Manual (Published by the Manufacturer)
FD Flight Dispatcher
FDP Flight Duty Period
FDR Flight Data Recorder

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FFS Full Flight Simulator

FIC Flight Information Centre
FIS Flight Information Service
FL Flight Level
FM Flight Manual
FMC Flight Management Computer
FMS Flight Management System
FOM Flight Operations Manual
FOD Deputy Executive Director on Flight Operations - Flight Operations
Director
FPM Feet per Minute
FSM Flight Safety Manual
FSU Flight Support Unit
FT / ft Feet
G
G Gust
G/B General Basic
GE Ground Engineer
Gen Dec General Declaration
GHS Ground Handling Supervisor
GND Ground
GPU Ground Power Unit
GPWS Ground Proximity Warning System
G/S Glide Slope
GS Ground Speed
H
H Heavy
HAA Height Above Airport
HAT Height Above Touchdown
HF High Frequency
HI High Intensity Light
HIL Hold Item List
HIS Horizontal Situation Indicator
hPa Hecto Pascal
Hrs Hours
I
IAL Instrument Approach and Landing Chart
IAS Indicated Air Speed
IATA International Air Transport Association
ICAO International Civil Aviation Organization
ICE Dry Ice
ID Identity (Number)
i.e. In explanation
IEM Interpretative and Explanatory Material
IFPS Integrated Flight Planning System
IFR Instrument Flight Rules
ILS Instrument Landing System
IMC Instrument Meteorological Conditions

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In Inch(es)
in² Square Inch
INAD Inadmissible Passenger
Incl Including
Intr. Introduction
ISA International Standard Atmosphere
ISO International Standardization Organization
IT Inclusive Tours
J
JAA Joint Aviation Authorities
JAR Joint Aviation Requirements
JAR-145 Joint Aviation Requirements for approved maintenance organizations
JAR-OPS 1 Joint Aviation Requirements Commercial Air Transportation
K
KIAS Knots Indicated Airspeed
Kg Kilogram System
Km Kilometres
KM/H Kilometres per Hour
KTS/kts Knots
kPA Kilopascal MDH Minimum Descent Height
L
L (LTR) Litre
Lb(s) Pound
LCN Load Classification Number
LD Landing Distance
LDA Landing Distance Available
LEP List of Effective Pages
LLZ Localizer
LMC Last Minute Changes
LOFT Line Orientated Flight Training
Logbook Operation Data Sheet
LT Local Time
LVP Low Visibility Procedures
LVTO Low Visibility Takeoff
M
M Mach
M Metric, Meters
M Medium
MAC Mean Aerodynamic Chord
MAG Magnetic
MAP Aeronautical Maps and Charts
MAP Missed Approach Point
MAX/max Maximum
MDA/H Minimum Decision Altitude/Height
MDH Minimum Descent Height
MEA Minimum En-route Altitude
MEA Minimum En-route IFR Altitude
MEL Minimum Equipment List

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MET Meteorological (Office)

METAR Aviation Routine Weather Report
MFA Minimum Flight Altitude
Mhz Megahertz
MI Medium Intensity Lights
MIL Military
MIN Minimum
MLM Maximum Landing Mass (Structural Limit)
MLS Microwave Landing
CAME Continues Airworthiness Management Exposition
MMEL Master Minimum Equipment List
MNPS Minimum Navigation Performance Specification
MOCA Minimum Obstruction Clearance Altitude
MOE Maintenance Organisation Exposition
MORA Minimum Off-Route Altitude
MPA Multi-Pilot Aircraft
MRVA Minimum Radar Vectoring Altitude
MSA Minimum Sector Altitude
MSL Mean Sea Level
MTOM Maximum Takeoff Mass (Structural Limit)
MZFM Maximum Zero Fuel Mass
N
NAA National Airworthiness Authority
NAV Navigation Equipment
NavTech Navigation Technologies Corporation (NavTech. OFP format)
NAVAID Navigational Aid
NDB Non Directional Beacon
NFP Net Flight Path
NIL No Items Listed (Nothing)
NM Nautical Miles
No Number
NOTAM Notice to Airmen
NOTOC Notification to Captain
NSC No Significant Clouds
NSW No Significant Weather
O
OAT Outside Air Temperature
OCA Obstacle Clearance Altitude
OCC Operations Control Centre
OCH Obstacle Clearance Height
OCL Obstacle Clearance Limit
OFP Operational Flight Plan
OM Outer Marker
OPS Operations
OTS Organized Track System
OVC Overcast
OEB Operation Engineering Branch

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P
PACO Pantry – Cabin Code
PANS/RAC Procedures for Air Navigation Services
PANS/OPS Procedures for Air Navigation Services - Aircraft Operations
PAR Precision Approach Radar
PAX Passenger(s)
PBE Portable Breathing Equipment
PCN Pavement Classification Number
PET Point of Equal Time
PF Pilot Flying
PIC Pilot in Command
PIREP Pilot in-flight Weather Report
PL Payload
POH Pilot's Operating Handbook
PM Pilot Monitoring, see also PNF
PNF Pilot Non-Flying
PNR Point of No Return
PPS Pre-Flight Planning System
PRM Person(s) with Reduced Mobility
PROB Probably
Pt Pint
Q
QA Quality Assurance
QFE Height Above Airport
QD Quality Director
QNH Altitude Above Sea Level (Based on local station pressure)
Qt Quart
R
RA Resolution Advisory
RA Radio Altimeter Setting
RAC Air traffic Routes and Services
RCL Restricted Cryogenic Liquid
RCL Deeply Refrigerated Gas
RCLM Runway Centre Line Marking
RCM Corrosive Material
Ref Refer to
REG Registration
REP Reported
REIL Runway End Identification Light
RFG Flammable Gas
RFL Flammable Liquids
RFS Flammable Solids
RFW Substances, which in contact with water, emit flammable gases
RIS Infectious Substances
RL Runway Edge Lighting
RM Route Manual(s)
RMD Miscellaneous Dangerous Goods
RNAV Area Navigation

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RNG Non-Flammable Non- Toxic Gas

RNP Required Navigation Performance
ROP Organic Peroxides
RoR Record of Revisions
ROX Oxidizing Substances
RPB Poisonous (Toxic) Substances
RPG Toxic Gas
RPL Repetitive Flight Plan
RPM Rotation Per Minute
RRW Radioactive Material
RRY Radioactive Material Elevation (Based on local station pressure)
RSB Polystyrene (polymeric) Beads or Granules
RSC Substances liable to Spontaneous Combustion
RTOW/M Regulated Takeoff weight (Mass)
RTOM Regulated Takeoff Mass
RVSM Reduced Vertical Separation Minimum
RVR Runway Visual Range
RWY Runway
S
SAR Search and Rescue
SAT Static Air Temperature
SB Service Bulletin
SCD Subject to Captains Discretion
SCT Scattered
SELCAL Selective Calling
SEP Safety Equipment and Procedures Manual
SIC Second-in-command
SID Standard Instrument Departure Route
SITA Société Internationale de Télécommunications Aéronautiques
SIGMET Significant Meteorological Report
SKC Sky Clear
SL Service Letter
SNOWTAM Snow Notice To Airmen
SOP Standard Operating Procedures
SPECI Special Report Amending a METAR
SRA Surveillance Radar Approach
SRW Short Runway
SSR Secondary Surveillance Radar
STAR Standard Terminal Arrival Route
SPO System Panel Operator
STD Standard
STPD Standard Temperatures Pressure Dry
T
TA Traffic Advisory
TAG Trans-cockpit Authority Gradient
TAF Terminal Aerodrome Forecast
TAS True Airspeed
TCAS Traffic Alert and Collision Avoidance System

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TCU Towering Cumulus

TD Technical Director
TEL Telephone
TEMPO Temporary
TERPS United States Standard for Terminal Instrument Procedure
TI Transport Index
TL Transition Level
TLB Technical Logbook Tailored (customized) Pages
TM Training Manual
TMA Terminal Control Area
T/O Takeoff
TOC Top of Climb
TOC Table of Contents
TOD Top of Descent
TOD Takeoff Distance
TODA Takeoff Distance Available
TOR Takeoff Run
TORA Takeoff Run Available
TOW/M Takeoff Weight/Mass
TRE Type Rating Examiner
TRI Type Rating Instructor
TWR Aerodrome Control Tower
U
ULD Unit Load Device
UN United Nations
U/S Unserviceable
USA United States of America
UTC Universal Time Coordinated
V
VDF Very high Frequency Direction - Finding Station
VFR Visual Flight Rules
VHF Very High Frequency
VIS Visibility
VMC Visual Meteorological Conditions
VMO Max. Operating Speed
VOR VHF Omni directional Beacon
VPFO Vice-President Flight Operations
W
WHO World Health Organization
WX Weather
Z
ZFM Zero Fuel Mass
ZFW Zero Fuel Weight

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Organisation and Responsibilities Date: 21-Jul-20
1. Organisation and Responsibilities

1.1. Extraction from Organizational Structure of “AHY” CJSC (AZAL)
Ref : Appendix 2 to AAR-OPS 1.175
The company general organizational chart.
The company general organizational chart is available in the Quality Manual. The
employees who are not included in this manual, their duties and responsibilities were all
written in Azerbaijan Airlines Job Descriptions Procedures of Human Resources
Department.

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1.1.1. Flight Operations Organisational Structure

The Flight Operations Department organizational chart is shown below:

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Organisation and Responsibilities Date: 28-Dec-19
1.1.2. Flight Operation Organization Management System

Flight operations organization management system that ensure;
Management of safety, security and its measures in flight operations according to the
approved SMS Manual and OM-A.
– Supervision and control of all flight, operational control function and other associated
activities.
– Compliance with standards of the operator and requirements of the state and other
applicable authorities.
1.1.3. Scope of Activities
Refer to: Appendix 2 to AAR-OPS 1.175
Azerbaijan Airlines is an airline operator licensed by the The State Civil Aviation Agency
under the Ministry of Transport, Communications and High Technologies (SCAA)
according to Azerbaijan Civil Aviation Law.
AZAL has an Air Operator Certificate (AOC) issued by the Azerbaijan SCAA.
AZAL when approved by the SCAA through the AOC, will exercise the operations
privileges as specified below:
-conduct of scheduled and unscheduled commercial passenger and cargo air
transportation,
-domestic and international routes,
-worldwide area of operation,
-operation of B757/767/787, A319/320/340, E170/190, GLF 550/650 type of aircraft,
-special authorisations/approvals as listed in the Operations Specification, such as LVO,
DGR, RVSM, RNAV/RNP, MNPS and Operations Systems as Head-up Displays (HUD)
and EFB.
AZAL has fields of business:
- domestic and international scheduled flights,
- charter flights for tour operators.
All flight operation activities of Azerbaijan Airlines are under the responsibility and the
direction of the Accountable Manager .
1.1.4. General Discription of Facilities
(Refer to: AAR–OPS 1 / 3.1)
Azerbaijan Airlines has facilities allowing the performance and management of all planned
tasks and activities in accordance with the applicable requirements.
AZAL provides appropriate and sufficient operational support facilities and working space
at each operating base.
Also adequate office space is available at the headquarters for management personnel
and for other staff from all departments.

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Management team and the operations department management personnel are located at
the headquarter in Baku. The Operations Control Center (OCC) is subcontractor located at
the ATS Team facility within Heydar Aliyev International Airport.
Operating Bases
The operating base is Baku (GYD).
Headquarter
The company official name and the address of the headquarter are as follows:
Azerbaijan Airlines,
Heydar Aliyev International Airport,
AZ1044, Baku, Azerbaijan
Phone:+994 12 497 26 00
Fax:+994 12 497 85-41

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1.2. Management Personnel and Nominated Post Holder(s)

(According to AAR-OPS 1.035 & 3.1 (h, i)/ORO.GEN 210)
This section declares the names and describes the functions of the Accountable Manager,
the nominated Post Holders responsible for flight operations, the maintenance system,
crew training, ground operations and the Quality System acceptable to the Authority as
required by AAR-OPS1.
A change in these positions needs prior acceptance by the SCAA (except VPs). In the
absence of a nominated post holder, his deputy ensures continuity and functionality of
supervision.
Management personnel are listed below:
Table 1.
Vice-President / Executive Director Eldar Hajiyev

-
(Accountable Manager)
First Deputy Executive Director - Azerbaijan Jamil Manizade
-
Airlines Passenger Aircompany Director
Deputy Executive Director - Buta Airways Nazim Samadov
-
Passenger Aircompany Director
Deputy Executive Director on Flight Operations - Mammadali Samadov
-
Flight Operations Director
- Deputy Executive Director Farkhad Qasimov
- Air Ticket Sales Department Director Niyazi Hasanov
Digital Enablement And Innovation Department Malahat Orudjeva
-
Director
- Quality Director Ali Aghayev
- Safety Director Sergey Rublyov
- Chief Pilot Panahov Farid
- Training Director Tofig Farzaliyev
- Technical Director Rauf Abbasov
Network Planning and OCC Nikolai Karev
- Commercial Director Fuad Yusifov

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1.2.1. Delegation of Duties

In the absence of management personnel exceeding 3 days, they delegate their
authorities to the personnel who are designated below and mentioned delegation is
announced internally via email message. Due to urgency of occasion, a deputy
designation can be initiated before 3 days absence period is exceeded
. Table 2.
Management Person Delegate

Executive Director First Deputy Executive Director
First Deputy Executive Director Deputy Executive Director on Production -
“Buta Airways” Passenger Aircompany
Director
Deputy Executive Director on Production - Chief of Marketing and Production
Department
“Buta Airways” Passenger Aircompany
Director
Deputy Executive Director Chief of Marketing and Production
Department
Deputy Executive Director on Flight Chief Pilot
Operations - Flight Operations Director
Deputy Executive Director – Chief of Deputy Chief of Operational Settlement
Operational Settlement Department Department
Continuing Airworthiness Director Continuing Airworthiness Deputy Director
Finance and Economics Director Chief Accountant
Human Resources Director Human Resources Deputy Director
Quality Director Quality Deputy Director or Chief of Quality
Assurance Service
Safety Director Safety Deputy Director
Aviation Security Director Aviation Security Deputy Director
Training Director Training Deputy Director
Director of Marketing and Production Chief of Ground Handling and Security
Department Division
Chief of Digital Enablement and Innovation Deputy Chief of Digital Enablement and
Department Innovation Department
Chief of Air Ticket Sales Department Deputy Chief of Air Ticket Sales Department

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1.2.2. Office Time of Post Holders

All flying stuff involved in office duties will work weekly at least 40 hours in the office to fulfil
the management functions associated with the scale and scope of operations.
1.3. Responsibilities and Duties of the Operations Management

1.3.1. Vice-President/Executive Director (Accountable Manager)
VP/Executive Director (Accountable Manager) has cooperate authority for ensuring that all
operations and maintenance activities can be financed and carried out to the standards
that are required by the SCAA.
1.3.2. Deputy Executive Director on Flight Operations - Flight
Operations Director (FOD)
He is an active line pilot with the status of PIC of the airplane type in the company
responsible for management and supervision of flights operations, bears the overall
responsibility in exercising operational control and maintaining the safety standards set by
AZAL and is intended to meet all SCAA Regulations and Standards.. He is appointed to
this position by the President. The Deputy Executive Director on Flight Operations - Flight
Operations Director reports to the VPFO and President (or Executive Director).
Deputy Executive Director on Flight Operations - Deputy Executive Director on Flight
Operations - Flight Operations Director is responsible for:
 He ensures that all precautions are taken for a safe working environment by
assuring that all the equipment and tooling complies with the highest health, safety
and maintenance standards and provides a safe workplace environment for all
personnel.
 He ensures that all service provided is to the highest level in terms of quality and
quantity.
 Performs all other duties assigned by President.
 establishes and develops working relations with all the units, internal and external
regarding his basic job related to company issues.
 Plans all the activity for related units, ensures that all these units operate in a
coordinated and legal manner amongst them.
 Ensures that all the flight operation is conducted to the highest international
standards in terms of flight safety, flight technique, scheduling efficiency and
economy; and also complies with policies of AZAL Airlines, and with all
international laws. He coordinates all activity mentioned above.
 The safety and security of operating standards of the Flight Operations department
to ensure their compliance with all relevant national and international regulations
and with the provisions of the AOC and this Operations Manual.
 The administration of all affairs related to the Flight Operations Department and its
operating personnel.
 Manage all flight operations activities, making decisions regarding risk tolerability
with safety and security of flights;

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 Reporting of significant irregularities to the President.

 To cooperate, with all other company departments in aiming for the highest
possible degree of safety and for obtaining satisfactory degree of punctuality,
passenger comfort and economy.
 The liaison with regulatory authorities like the SCAA or other authorities, original
equipment manufacturers and other external entities relevant to flight operations
and operational control.
 Supervision of, and the production and amendment of the Operations Manual
ensuring the Flight Operation Department manuals/procedures comply with AAR-
OPS1 requirements.
 Maintaining knowledge of company operational requirements (current and future)
and coordinating activity of the Flight Operations Department to meet those
requirements in a safe place and efficient manner.
 To publish other necessary directives for the flight crew personnel.
 To conduct inspection flights, to check the professional standard of the company’s
flight crew and to establish improvement in standards and procedures training.
 Coordination with National Aviation Academy for improvement of Crew Training.
As far as the Deputy Executive Director on Flight Operations - Flight Operations Director
role and discretionary power in the following fields are concerned:
 Flight Operations Supervision and Control
 Flight Safety
 Qualification Requirements
 Security
 Handling of Accidents and Occurrences
Note: Deputy Executive Director on Flight Operations - Flight Operations Director will be restricted to fly
less than the average flight hours per pilot/month.
1.3.3. Chief Pilot
Is an active line pilot (PIC), Instructor holding a licence on type and appointed to this
position by the President, after suggestion of Deputy Executive Director on Flight
Operations - Flight Operations Director . The Chief Pilot reports to the Deputy Executive
Director on Flight Operations - Flight Operations Director and in his absence, assumes
responsibility for the duties normally carried out by the Deputy Executive Director on Flight
Operations - Flight Operations Director .
His functions, duties and other responsibilities are:
 To ensure Cockpit crew's participation to flight operation in accordance with
operation principles, controlling duties in terms of how they are accomplished and
checking activities which are done to develop personnel's professional standards.
 To develop and maintaining the pilot's flight performances and standards and also
watching for them. Taking measures for additional training if necessary with
coordination Training Department.

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
 To perform route/aerodrome briefing, route supervision flights and spot checks.
 To coordinate meeting and have it accomplished about training topics with the
Training Department.
 To establish of standards and maintenance of welfare, promotion and discipline
within the flight crew group, including possible suspension.
 To select the assistant of the Type Chief, training and control pilots to conduct
training and control activities, providing suggestions to the Deputy Executive
Director on Flight Operations - Flight Operations Director about choosing cockpit
crew.
 To balance working and flight times of cockpit personnel who are given
administrative duties, planning personnel leave.
 To participate in choosing crew hotels.
 To register professional status and providing suggestions about promotion of flight
crew in according to seniority and promotion regulations.
 To collect pilot's comments and reviewing them concerning air worthiness.
 To participate meetings for choosing new routes, aircraft type and crew rotation.
 To participate the committee that chooses proper airports as a "Authorized Airports"
and establishing "Familiarization" methods for these airports.
 To inform the Deputy Executive Director on Flight Operations - Flight Operations
Director about important events in his unit.
 To give information to the Deputy Executive Director on Flight Operations - Flight
Operations Director related with flight operation, holding a meeting on the subject if
necessary.
 To be interested in ground operation problems encountered at stations.
 To register the professional success and training records of cockpit personnel.
 To examine the flight reports, erroneousness and suggestions together with the
Deputy Executive Director on Flight Operations - Flight Operations Director .
 Reviewing crew reports and other flight documentation ensuring adequate follow up
and informing the Deputy Executive Director on Flight Operations - Flight
Operations Director where necessary.
 The chief pilot is also assist the Deputy Executive Director on Flight Operations -
Flight Operations Director in establishing new policies and procedures for aircraft
operations, flight crew duties, cabin crew duties and operational administration.
1.3.4. Type Chiefs (Fleet Manager)
A Type Chief is an experienced active line pilot with the status of PIC. The Type Chiefs
report to Deputy Executive Director on Flight Operations - Flight Operations Director
matters and liaise with the Training Director on flight crew training matters.

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The Type Chiefs are responsible for line performance, discipline and the quality control of
line operations of their respective fleet and for keeping the Deputy Executive Director on
Flight Operations - Flight Operations Director informed.
Their functions, duties and other responsibilities are :
 To plan, coordinate and execute standardization activities of the respective fleet
pilots related with training.
 To ensure accomplishments of line checks on time.
 To establish and supervise of methods of record-keeping for flight crew licenses,
type rating, endorsements, appropriate renewal dates, and flight time/duty time
records.
 To control that flight crews are obeying limitations of duty time periods which are
established.
 To control that flight preparations and flights are accomplished according to OM and
regulations and given necessary importance to flight safety, training / control and
simulator training's are accomplished on time and at place.
 He prepares programs to keep the harmony among the crews and execute the
training programs. He keeps tracked the flight safety and controls the execution of
the safety issues as well. He maintains the highest standard of knowledge and
execution among all crews.
 Functioning as primary and confidential contact for pilots with individual problems or
needs.
 To participate in choosing crew hotels.
 Ensuring that current records are kept of pilots licenses, validations and
qualifications.
 Assisting in the investigation of accidents/occurrences.
 To coordinate and execute technical control and insure appropriate registration.
 Conducts test flights after an aeroplane has undergone defined maintenance,
overhaul work, repairs or adjustments as outlined in the aeroplane’s "maintenance
programme".
 To provide changes in time to technical and flight documents.
 Registering professional status and giving suggestions about promotion of flight
crew to the Deputy Executive Director on Flight Operations - Flight Operations
Director .
 To coordinate and plan flight instructors in coordination with crew planning manager
during training period.
 To monitor and supervise the subordinate units and take precautionary action
against incidents.
 To establish of standards and maintenance of welfare, promotion and discipline
within the flight crew group, including possible suspension after reporting to Chief
Pilot or Deputy Executive Director on Flight Operations - Flight Operations Director
.

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1.3.5. Technical Pilot (Assistant of Type Chief)

The Technical Pilot is an experienced active line pilot with the status of PIC. He reports to
the Type Chief and his absence, assumes responsibility for the duties normally carried out
by the Type Chief. Performs all other duties assigned by the Type Chief
Requirements:
− Active Line Pilot (PIC is recommended)
− Fluent Communications Skills (English and Azeri oral/written)
− Networking Opportunities
− Creativity
− Analysing Ability
His functions, duties and other responsibilities are:
− To assist the implementation and coordination of all cockpit and flight personnel
related standardizational activity and checking within frame work of all national and
international civil aviation regulations which are carried out by Flight Operations
Management.
− If assigned to investigate causes of all the flight crew related operational irregularities
and to develop recommendations and precautions for possible reoccurrences.
− To follow up all technical issues with the aircraft of related fleet on behalf of
operations;
− To follow up on the technical standard of the related fleet to ensure that it fulfils all
operational standards;
− To customize of SOP of related fleet if required and cross check against OM-B and
state requirements;
− To monitor related Fleet Configuration and Establish differences between aircraft of
applicable fleet;
− Prepares, develops and coordinates all the activity regarding standardization of Fleet
Pilots and Training/Check Pilots. Also participates in flight checks to perform
monitor/check pilot duties.
− To manage qualified Test Pilots and ensure adequate training and competency
before test flights;
− For the content, updating and distribution of the FCOM, FCTM, AFM and QRH of
related fleet and issue revisions / notices;
− To work with Flight Operations Engineering on EFB, Performance and route studies;
− To customize of AZAL MEL into manufacturer MMEL of related aircraft fleet and to
ensure that the MEL is adequate and cover the operational environment of the
Company aircraft of related fleet;
− To receive analyze and interpret OEBs of related fleet
− To co-ordinate OEB reminder function of related aircraft fleet with Engineering
department;

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− To issue technical information to pilots of related aircraft type;

− To define aircraft operating procedures/flight standards in co-ordination with Chief
pilot of related fleet and Training Department;
− For liaison between the flight operations department of related fleet and the
Maintenance/Engineering regarding installation of new equipment, operational
modifications and on request participate in evaluation of new aircraft;
− For liaison between the flight operations department of related fleet and the Aircraft
Manufacturer on operational issues;
− For liaison between the flight operations department of related fleet and the Safety
Department.
1.3.6. Pilot-in-Command (PIC)
(Refer to: AAR-OPS1 /2.23, 2.25, 15.4)
Although the following duties are addressed to the PIC, most of these duties and
responsibilities are applicable to an additional scheduled Captain on board the aircraft,
when the conduct of the flight has been delegated to him by the PIC. AZAL delegates the
authority for operational control of each flight only to the PIC due to non-shared system of
operational control. Only one pilot shall be designated to act as PIC for the duration of
each flight.
Note: The word PIC is used in this context for a Captain acting as Pilot in Command.
 The PIC is ultimate superior of the flight crew and aircraft during flight and overnight
stays outside of home base, he is also the superior of passengers as long as they
are inside the aircraft.
 The PIC of each flight has authority to discharge all his statutory and company
responsibilities for the operation, the disposition and safety of the aircraft and the
safety of all persons on board. Nothing in the operations manual shall be construed
as limiting or derogating from this authority.
 The PIC assumes command of the aircraft when all cabin doors have been closed
for departure.
 When an aircraft is being pushed back or towed, the PIC retains authority and
responsibility, except for avoidance of obstacles and for proper operation of the
ground tractor.
 Satisfy himself that the aircraft is airworthy and aircraft maintenance status is
acceptable, its configuration and equipment are in accordance with the Minimum
Equipment List (MEL) and Configuration Deviation List (CDL), and decides whether
or not to accept an aircraft with unserviceability allowed by the MEL/CDL
 The responsibility of the PIC for the safety and security of all crew members,
passengers, supernumeraries, baggage, mail and cargo on board starts as soon as
he arrives on board, and it stops as soon as he leaves the airplane at the end of the
flight.
 He is responsible for the flight plan, loadsheet and other documents required for the
operation of the flight. He signs the flight plan and dispatches the flight.

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 Prior to the commencement of each flight, complete a review of the OFP;

 Prior to the commencement of each flight, complete a review of aircraft
performance;
 The responsibility of the PIC or the operation and safety of the airplane begins at
the moment the airplane is first ready to move for the purpose of taxiing to take-off
until the moment it comes to rest at the end of the flight and the engines are shut
down.
 Ensure that all persons on board are briefed on the location of emergency exits and
the location and use of relevant safety and emergency equipment
 He is responsible for the safe operation of the aircraft and safety of its occupants
and cargo during flight time.
 He has authority to give all commands, he deems necessary for the purpose of
securing the safety of the aircraft and of persons or property carried therein, and all
persons carried in the aircraft shall obey such commands.
 He has authority to disembark any person, or any part of the cargo, which in his
opinion, may represent a potential hazard to the safety of the aircraft or its
occupants.
 He is not allow a person to be carried in the aircraft who appears to be under the
influence of alcohol or drugs to the extent that the safety of the aircraft or its
occupants is likely to be endangered.
 He has the right to refuse transportation of inadmissible passengers, deportees or
persons in custody if their carriage poses any risk to the safety of the aircraft or its
occupants.
 He ensures that all passengers are briefed on the location of emergency exits and
the location and use of relevant safety and emergency equipment;
 He ensures that all operational procedures and checklists are complied with, in
accordance with the Operation Manual.
 He ensures that the weather forecast and reports for the proposed operating area
and flight duration indicate that the flight may be conducted without infringing
Company operating minima;
 He satisfies himself that the aircraft is airworthy and its configuration and equipment
are in accordance with the CDL and the MEL and decide whether or not to accept
an aircraft with unserviceabilities allowed by the CDL or MEL.
 He ensures that the provisions specified in the operations manual in respect of fuel,
oil and oxygen requirements, minimum safe altitudes, aerodrome operating minima
and availability of alternate aerodromes, where required, can be complied with for
the planned flight.
 He ensures that the correct type of fuel, oil and oxygen is loaded and usable in
sufficient quantity to meet the requirements for the proposed flight;
 He shall request delay information from traffic controller when unanticipated
circumstances may result in landing at the destination aerodrome with less than the

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final reserve fuel plus any fuel required to proceed to an alternative aerodrome or
fuel required to operate to an isolation aerodrome.
 He takes all reasonable steps to ensure that the load is properly distributed and
safely secured and that the aircraft mass and balance is within the calculated limits
for the operating conditions;
 He confirms that the aircraft performance will enable it to complete safely the
proposed flight.
 He satisfies himself that each crewmember is familiar with all emergency
procedures and the location and use of emergency equipment on board and take all
reasonable steps to ensure that before takeoff and before landing the flight and
cabin crew are properly secured in their allocated seats.
 He takes all reasonable steps to ensure that whenever the aircraft is taxing, taking
off or landing, or whenever he considers it advisable (e.g. in turbulent conditions),
all passengers are properly secured in their seats.
 He ensures that the required documents and manuals are carried and will remain
valid throughout the flight or series of flights including for any diversion which may
reasonably be expected.
 He ensures that the pre-flight inspection has been carried out.
 He ensures that ground facilities and services required for the planned flight are
available and adequate.
 He ensures that a flight data recorder is not disabled, switched off or erased during
flight nor permits recorded data to be erased after flight in the event of an accident
or an incident subject to mandatory reporting.
 He ensures a cockpit voice recorder is not 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.
 He ensures that a continuous listening watch is maintained on the appropriate radio
communication frequencies at all times whenever the flight crew is manning the
aircraft for the purpose of commencing and/or conducting a flight and when taxiing.
 The PIC has the authority to apply greater safety margins, including airport
operating minima, if he deems it necessary.
 In case it is not stipulated in the Operations Manual, the PIC allocates the tasks to
each crewmember. He may delegate a part of his duties to specific crewmembers
under his full responsibility. When leaving the cockpit, the PIC shall give proper
instructions to his subordinates and get reports immediately on his return.
 He is responsible of safety of cargo and mail
 He establishes a necessary coordination within the crew so that they work in
harmony during flight.
 He helps the First Officer and Cabin Crews to improve their professional standards
and follows their flying qualities and capabilities.

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 He is a unique and ultimate responsible person of aircraft's management. He is

responsible of taking safety measures during flight, landing, takeoff and taxi.
 He is also responsible of establishing regularity and safety in the aircraft. All
passengers and crews have to obey his orders related with regularity and safety.
These orders can be applied by himself or a person who is given authority by him.
 He is responsible of ensuring that all orders and procedures in OM are being
followed, all documents existing and filled out properly.
 He is responsible to write the Aircraft Technical Log. This duty shall not be
transferred to the F/O.
 He shall ensure that the reporting procedures according to the chapter 11 are
properly implemented as soon as possible and in case of accident, major incident or
contravention of local procedures manages the liason with local authority and gives
all necessary information to the appropriate enteties.
 He is responsible of applying the economy and the flight schedule by giving priority
to safety.
 He is authorized to give duty to related person on the area which is not on his
responsibility.
 He represents the company in the frame of his responsibilities.
 He is responsible of his crew and their needs, he can give orders for necessities in
the frame of his authority, beyond his authority he shall solve problems contacting
the Deputy Executive Director on Flight Operations - Flight Operations Director .
 He shall ensure that the procedures about critical phases of flight are properly
implemented. (such as intra flight deck communication, no communication with
cabin crew, usage of headset and boom mic and no other action except flying,
navigating and communicating with ATC)
 He is responsible of controlling and applying the duty times and rest hours
according to the regulations.
 He pays attention to all flight crew's appearance and behaviour appropriate to
company image.
 He submits a written report to the Deputy Executive Director on Flight Operations -
Flight Operations Director about a crewmember who did not obey the rules even
though he was warned during duty time. He informs the individual about this report.
 He controls and directs authorities and responsibilities of all crewmembers.
 He encourages and helps the crew so that they can work in cooperation.
 He trains and gives information to the cockpit and cabin crews so that they can
benefit of their knowledge and experience as long as aircraft performance and
conditions permit.
 He gives opportunity to the First Officer for planning the flight and flying the aircraft
under his supervision.
 He is going to act as PF in case of a critical takeoff, approach or landing conditions,
when Low Visibility Operations are in progress and anytime he deems it necessary.
Duties After The Flight

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After the flight the PIC ensures:

 That the aircraft is secured on its final parking position or handed over to
maintenance;
 That all aircraft and flight-following documents are filed completely and that all
complaints are entered into the technical logbook;
 If due to a complaint the aircraft is not airworthy anymore, the Operations Control
Centre will be informed immediately;
 That a written report for the CFO will be submitted in case of any occurrences;
 That the crewmembers will be relieved from duty only after completion of all
duties.
 After each flight the captain, first officer or maintenance crew must have post flight
inspection
Delegation of Duties
The PIC may delegate duties to crewmembers or company representatives; i.e. if the First
Officer performs the duties of the PF under his supervision, the PIC takes over the duties
of the PNF. Any delegation does not release him from his overall responsibility.
Duties Prior to Flight
The PIC familiarizes himself with the:
 Planned route including navigational services and minimum en-route altitudes;
 Conditions and availability of the aerodromes to be used as destination, destination
alternate and en-route alternate aerodrome;
 Reported and forecasted weather conditions for the route and for the aerodrome of
destination and destination alternate;
 Alternate flight plan(s) to be followed in the event that the original flight plan
becomes impractical due to unforeseen events;
 Latest NOTAM’s concerning the particular flight(s); and
 Airworthiness of the aircraft, ship documentation, onboard library specifications.
The PIC checks and ensures prior to each flight that the:
 Mass and balance is within the limits for the prevailing conditions;
 Weight and balance are within legal parameters;
 Pre-flight briefing with the crew is performed without hurry;
 External and internal pre-flight inspections have been carried out;
 Required emergency equipment in the cockpit is operational and stowed at the
correct places;
 Maintenance release has been signed;
 The aircraft is fuelled with the correct type and amount of fuel and oil.
In- Flight Duties

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During the flight the PIC shall ensure that the aircraft is operated in accordance with the
rules of the air, the AFM, FCOM and the OM.
He is especially responsible:
 Radio communication is performed according to applicable rules and regulations,
position reports are submitted correct and in time, ATC clearances are obeyed;
 Weather reports and forecasts are obtained and evaluated;
 The chosen flight altitude is above or at least equal to the minimum safe altitude.
 The passengers are being informed about the flight and a possible change in the
routing;
 In VMC a constant lookout is maintained to avoid collisions, even if the flight is
performed with an IFR-Flight Plan;
 That all flight-planning documents are kept accurate and readable
He ensures:
 Handling of the aircraft within limits.
 Precise navigation
 Using the systems on time and at place.
 Taking necessary measures for circumstances affecting the flight.
 Avoiding collisions
 Applying ATC orders with care.
 Following Noise Abatement procedures.
 Using Check List timely and correctly.
 Briefings for takeoff and approach are conducted on time
 Taking proper notes and document
 Informing authorized person about his decision for irregularities.
 Noise abatement procedures will be applied in Takeoff and Landings without any
discrimination for any airport.
1.3.7. First Officer
(acc. AAR-OPS1 2.23)
During the flight the F/O shall ensure that the aircraft is operated in accordance with the
rules of the air, the AFM, FCOM and the OM.
First Officer receives his orders from the PIC and performs his duties under the
supervision of the PIC. He supports the PIC in planning and conducting the flight. He
assists the PIC in the management of the cockpit work by:
 Performing a well-balanced task distribution;
 Systematic co-operation and exchange of information; and
 Monitoring the flight progress and aircraft systems by following the company
Standard Operating Procedures as stated in FCOM.

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The following are the other duties of the F/O:

 He is familiar with routes, aerodromes, navaids. ATC, radio frequencies, approach,
landing and takeoff routings.
 He warns the PIC about aircraft on the ground which may affect flight operation and
the orders given by ATC.
 He participates in the duty briefing conducted by the PIC.
 He checks NOTAM's and weather. Notices wind condition, icing and other weather
conditions, listens to appropriate frequencies and makes radio communication,
prepare flight forms, follows improvement of weather, warns the PIC about unusual
circumstances in flight.
 Prepares flight forms, follows improvement of weather, warns the PIC about
unusual circumstances in flight.
 In case of incapacitation of the PIC he takes over PIC's duties and lands as soon as
possible at the nearest suitable using maximum aircraft automations airfield.
 He is an assistant of the PIC, he is responsible of crew and aircraft in his absence.
 Accomplishes PF or PNF duties according to the PICs decision.
 While applying the decisions given by the PIC, he also helps the PIC with
suggestions in terms of aircraft safety and handling.
 He is also responsible of accomplishing the duties for himself in addition to duties
given by OM, AOM and SOP and requested by the PIC.
 Irregularities, deficiencies related with the company in general subjects, all cases
where a safe flight was hindered will be reported to Deputy Executive Director on
Flight Operations - Flight Operations Director and Flight Safety Department by the
First Officer.
It is of utmost importance that the First Officer, as part of the crew, draws the attention of
the PIC to facts, circumstances or unfavourable variables which may impair the safety of
the flight and which may not yet have been noticed by the PIC.
Duties Prior to Flight:
Prior to the flight the First Officer:
 If necessary, prepares, and checks for completeness and correctness the
operational flight plan, the weight and balance calculation (load sheet) and the
takeoff data;
 Checks that the ATS flight plan has been filed;
 Obtains the recent valid NOTAM's and weather briefing for evaluation by the PIC
(informs him about the contents of the briefing and possibly resulting changes);
 Checks the technical logbook to verify the technical status of the aircraft;
 Checks the amount of fuel, oil and hydraulic fluids;
 Performs the exterior check of the aircraft on request by the PIC and the interior
check according to the valid checklist;
 Airworthiness of the aircraft, ship documentation, onboard library specifications.

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 Checks completeness of all documentation (hard or electronic) onboard the aircraft.

In-Flight Duties:
During flight the First Officer:
 Supports the PIC;
 Performs radio communications according to applicable rules and regulations and
to the PIC's instructions;
 Files the documents according to the rules and regulations;
 In case he is PF, the PIC takes over point 2 and 3.
 Informing the PIC about abnormal conditions of the flight. When:
• Exceeding Limits
• Approaching obstacles or other aircraft
• Deviations from normal navigation
• ATC orders
• Abnormal indications
• Wind and wind shear changes
• System failures
• Icing
Duties after Flight:
After the flight the First Officer:
 Supports the PIC in completing the flight documents;
 Supervises the refuelling, or after final landing
 Puts in good order all manuals, maps and charts of the flight deck library.
 After each flight the first officer or maintenance crew must have post flight
inspection.
1.3.8. Flight Operations Support Section
The Flight Operations Support Section serves, aids and supports the Flight Operations
Department and where necessary closely cooperate with Engineering Department, Ground
Operations, Crew Training and other agencies abroad.
1.3.9. Flight Operations Support Section Manager (FOSSM)
Flight Operations Support Section Manager reports to the Deputy Executive Director on
Flight Operations - Flight Operations Director .
General Duties and Responsibilities:
 To supervise the services given by the Flight Operations Support Section in
accordance with International Civil Aviation rules and company regulations.
 To provide recommendations to upgrade effectiveness of flight operations.

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 To examine and to take necessary actions for the problem areas emerging during
flight operations.
 To plan and coordinate other services provided by contractors including FMS
Ndb (Nav Data Base), Airport and Runway analysis activities.
 To review and approve the service bills under the related service agreements
and coordinate for the payment of these charges with financial department.
 To supervise the performance analysis activities carried out by his staff to satisfy
the request by the commercial department in coordination with OCC.
 To prepare and to update performance related training issues for his staff and for
flight crew and to coordinate this issues with the training department.
 To supervise the distribution, update and the control of aircraft technical
documents including FCOMs, MMEL, MEL, QRH, W&B manuals, OM and FMs.
 To keep current on all legal national and international provisions relating flight
operations and to advise all sections and departments of important changes.
 To maintain a monitoring system for on board documentations expiry dates and
to establish a system for renewal of those documents.
 To coordinate the activities for special authorizations such as; low visibility,
RVSM, BRNAV etc.

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 To act as liaison between the contractor and the AZAL company.

 To issue specific operations directive for special areas as needed .
 To provide deployed unit with documentation and information as needed.
 Deals with problem associated with operation outside of area and report to the
 To coordinate efforts amongst various departments for any audits which will be
done by the contractor in the headquarters.
 To determine the needs for special operations and to coordinate the provisions of
those needs.
 To complete the process of wet lease agreements by coordinating the issues
between departments.
 To search constantly new alternative, economic routes and to present determined
routes to OCC manager after the Deputy Executive Director on Flight Operations -
Flight Operations Director approval.
1.3.10. Aircraft Performance Engineer
He is a certified performance engineer on at least one of the type in the fleet. He performs
his duty on behalf of Flight Operations Support Section Manager and under the
supervision of him.
His general duties and responsibilities are:
 To get all necessary information from AZAL Engineering Department.
 To calculate and prepare the aircraft performance for the aircraft registered to AZAL
fleet.
 To calculate and prepare the degradation factor values for the aircraft in the fleet for
correct fuel consumption calculations and to update this information as needed.
 To prepare Regulatory Takeoff and Landing Weight charts for the airports in
commercial program.
 To prepare performance and airport analysis EFB data loads.
1.3.11. Documentation and Certification Engineer
He reports to FOSSM. He has to know English above average.
His functions, duties and other responsibilities are :
 He is responsible of keeping update all documentation and NAVKIT Jeppesen in
the aircraft and in the offices (In dispatch areas).
 To monitor reception and the distribution of aircraft technical documents such as
FCOMs, QRH, MMEL, MEL, W&B and FM documents of aircraft in the fleet in
paper and digital format.
 To coordinate revision process and to provide the latest status of revision of
onboard technical documents, to organize reproduction activities when
necessary.
 To organize and monitor library activities.

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 To coordinate efforts to provide initial legal documentation and special

authorizations for the new aircraft.
 To monitor the expiry dates of legal documents to initiate process for renewal.
 To check periodically the legal documents onboard of fleet aircraft and eliminate
out dated documents when required.
 Jeppesen changes are going to be made in NAVKIT, upon arrival of aircraft which is
affected by these changes.
 Controls change list and separate the missing and wrong ones, inform FOSSM to
be ordered the new changes from sender.
 He applies the rules established by FOSSM and accomplishes other duties are
given.
 He controls NAVKITs in the aircraft when the aircraft is on the ground or in the
maintenance.
 He follows up on the loading of the new Jeppesen update to the aircraft's data
bases before cycle expiry. In case of a discrepancy between the published and
Jeppesen database, he makes necessary research and changes.
1.3.12. Electronic Flight Bag (EFB) Administrator
He is a specialist preferable certified as İT engineer, familiar with all types in the fleet. He
performs his duty on behalf of Flight Operations Support Section Manager and under the
supervision of him.
His general duties and responsibilities are:
 To maintain a good working knowledge of the EFB system's hardware, operating
system and installed software applications, ensure them configured in accordance
with applicable requirements and that their output complies with regulations.
 To perform routine monitoring of the EFB system and its administration.
 To assist on flight crew training on the EFB system and its use.
 To supervise and assist the activities of the Electronic Document Library.
 To manage the update cycles and ensure that the updates are always completed
on or before the cut-over date.
 To liaising with Subject Matter Experts of all the applications and datasets to ensure
that EFB is always serviced with updated and accurate standards and datasets.
 To perform service reviews with the key users of the device (Technical Pilot) and
constantly look for areas of improvement. Identify any new application requirements
and run projects to implement the new applications on the EFB device.
1.3.13. Network Planning and Operations Control Centre (OCC)
According to the company's requirements of Azerbaijan Airlines “AZAL” the
subcontractor Silk Way Operation Control Centre (OCC) provides the dispatch services
based on Joint Procedures Manual and cooperate with airline Network Planning and OCC.
OCC exercises operational control. OCC has cancellation and delay authority regarding
individual flight or various operational decisions. Ensures a safe and efficient operation of

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the flight and ascertains that all flights progress as scheduled. OCC as central point of
contact for the company’s operations. This is achieved by using all available forms of
communication including e-mail, telephone, NavTech and briefings.
1.3.14. Head of operations control department
AZAL OCC manager reports directly to Executive Director of the “AZAL” He has overall
responsibility for exercising operational control, has cancellation and delay authority
regarding individual flights or various operational decisions.
Duties in General:
 Ensures a safe and efficient operation of the flight & crew schedule and ascertains
that all flights progress as scheduled.
 Management of provided information by means of operation issue and relief for
flights that are adversely affected by ATC reroutes, ground delay programs and
other ATC initiatives.
 Management of dispatchers and other OCC peoples with needs or requests dealing
with normal or abnormal operations.
 Assist to Flight Operation Director and other participants with operational requests
by providing a central contact for all communications and coordination.
 Will be knowledgeable of company’s policies, appropriate regulations and the
performance capabilities and limitations as stated in the AFM for each aircraft in
company’s fleet.
 Management of established day to day coordination in both internal and external
activities. Provide authorities and relevant parties with company’s opinions and
operating philosophy.
 Provide OCC personnel with operational skills for delay reduction or elimination.
 Makes decisions systematically, sometimes under extreme pressure. Must be able
to anticipate and prevent problems. Maintains an unbiased and objective view when
making decisions.
 Develop and implement work schedules. Publish schedule bids and assign bid line
rewards.
 Monitor staffing levels and adjust staffing accordingly. Post overtime and coordinate
training schedules.
 Keep relevant Directors and Unit Managers updated on current operational
performance by operational statistics. Compile and submit end-of-month reports.
 Maintain and complete daily OPS. Report. This displays all inbound and outbound
delays and coding. System by means of actual timings.
Qualifications For The Title:
 High school degree or equivalent is required, University Degree or equivalent is
highly desired.
 Must have working knowledge of computers with special attention to MS Office.
Should also have knowledge of Flight Schedule & Crew Schedule Monitor.

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 Must have basic skill in systems. Used in OCC.

 Will be able to communicate effectively, both written and verbally, in the English
Language.
 Must be able to make operational decisions that are consistent with the
operational plan set forth by the Deputy Executive Director on Flight Operations -
Flight Operations Director .
 Must possess and maintain a high degree of dependability (i.e. attendance,
grooming and professionalism).
 Must have the ability to read, analyze and interpret common scientific and
technical journals, operational reports and legal documents.
 Should have extensive operational experience in the aviation training field.
1.3.15. Flight Dispatcher (FD)
Subcontractor Silk Way Flight Dispatcher has overall responsibility for exercising
operational control and reports to the OCC Manager.
Duties in General:
 Prepares and provides all relevant information required for the flights.
 Prepares the operational and ATS flight plans. Signs when applicable and files the
ATS flight plan with the appropriate ATS unit.
 Signs when applicable using either manuscript or approved electronic method and
files the ATS flight plan with the approved ATS unit
 Assist the PIC in flight preparation, furnish required operational information as
necessary, prepare the OFP and ATS flight plan, with further acceptance and
cancellation control processing.
 Furnish the pilot-in-command while in flight by appropriate means with information
which may be necessary for the safe conduct of the flight
 FD provides PIC with all documents information and data necessary for the safe
conduct of the flight to ensure the PIC utilizes a common set of flight document for
each planned flight.
 The aircraft dispatcher and the pilot-in- command shall be jointly responsible for a
thorough preflight preparation and planning and for delay and dispatch release of
the flight in compliance with appropriate regulations.
 The FD relieves the pilot-in-command of a considerable burden by providing him
with the opportunity to consult on critical and non-critical issues with professionals
who are familiar with all factors bearing on an operation and have the knowledge of
the whole network of operations of which any particular flight is only apart.
 The FD not only contributes to the safety and regularity of flight operations but also
makes a positive contribution to the economy and efficiency of aircraft operation by
improving the payload, reducing excessive fuel reserve, positioning or repositioning
the aircraft more efficiently, and saving flying hours by reducing the number of
abortive flights.

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 In applying these basic philosophies and, in particular, bearing in mind the need to
keep the aircraft operating safely and efficiently, the FOD must always:

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• Plan conservatively;
• Failing normal operation, plan so as to give the best alternative service; and
• Keep flights operating on schedule in so far as possible.
 Planning must be based upon realistic assumptions since the inevitable results of
over optimism, are delays, inconvenience to passengers and uneconomical
utilization of the aircraft, all of which can impact the safety of the operation.
 In preparing the necessary basic material and criteria that will help the pilot-in
command decide on some of the essential features of each flight, the FD must:
• Consult with the meteorological office and refer to meteorological information as
necessary;
• Issue information concerning operations plans to the appropriate departments
of the AZAL Airlines;
• Issue such instructions concerning aircraft and crew utilization as are necessary
to the appropriate departments of the AZAL Airlines;
• Consider with the pilot-in-command the existence of, and method of ensuring
compliance with noise abatement procedures;
• Ascertain load requirements;
• Determine load availability;
• Outline to the pilot-in-command what may be expected in the way of en-route
and terminal weather, explain how other flights have been planned or what they
have encountered en route, indicating their altitude, procedure, ground speed,
etc, and offer suggestions that may be of help to the pilot-in- command in his
flight planning;
• Advise the pilot-in-command on the routes, altitudes, tracks and technical stops
that will be necessary and what alternate aerodromes are considered suitable
for the various terminals, and why;
• Determine fuel requirements, aircraft gross weight and balance (the pilot-in
command makes an independent calculation);
• Bring to the pilot-in-commands attention any irregular operation of airport,
airway, navigation or communication facilities, with particular regard to noise
curfews affecting the availability of airports; and
• Outline what may be expected in the way of delays to or irregularities in the
flight while en route or what is expected of other flights operating over the route
at the same time.
 Exercises a flight watch by a continued assessment of flight conditions, the
monitoring of fuel adequacy and the recommendation of alternative plans such as
diversion necessitate an extension of the pre-flight duties throughout the course of
the actual flight operation. The advent of improved ground/air communications
allows the FD to relay to aircraft information received after it has become airborne.
thus increasing the value of the "in- flight" assistance.

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 The FD must constantly know the position and monitor the progress of all flights in
his area, and this involves a constant process of analysis, evaluation, consultation
and decision. The FD must at all times have the courage of his convictions and let
nothing influence him contrary to his better judgment.
During the in-flight stage, the FD must be ready to assist the pilot-in command:
 By issuing such instructions concerning revised plans for aircraft and crew
utilization as are necessary to the appropriate departments of AZAL, if a diversion,
flight return, en-route delay, or cancellation occurs;
 By recommending revised routes, altitudes and alternates;
 By advising the pilot-in-command of commercial and technical considerations of
which he/she could not be aware and which could influence operational decisions,
such as enforced diversion to an alternate destination;
 By monitoring adequacy of remaining fuel; and by supplying or arranging for the
supply of supplementary information (including significant weather information,
irregularities in operation of navigation and communication facilities, etc.) to the
pilot.
Duties in Irregular Conditions:
When such irregularities in flight operations occur, the FD must look far ahead and
consider the many factors involved in order to determine the most practical plan or
solution. Some of the main factors are as follows:
 How long will the flight be delayed, or when is it expected to operate?
 How long can the flight be delayed?
Note: The exigencies of crew flight time limitation legislation render this consideration one of the critical
factors in flight departure delays or flight time extension. The possible need to warn a fresh crew or to revise
the flight schedule must be foreseen and planned for.
 In the event that the flight is delayed beyond the maximum limit established or is
cancelled, what is the best alternative for passengers and cargo?
 How will the delay affect other sections of the airline and can they keep operating
on schedule?
 Is there an aircraft available to originate the flight at the next terminal ahead and
what is the most practical time to so originate?
 What is the second best point to originate the flight?
 What is the latest time the flight can originate and still allow necessary placement
of aircraft?
 Is there revenue available at the time origination is most desired?
 If necessary to cancel, what is the best time in order to fit in with alternative
transportation?
 How can the plans of an FD be integrated by the FD who will next handle the
flight?
In the event of an emergency initiate the procedures as outlined in the Emergency
Response Plan.

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In the event of a security incident on an aircraft, the FD assumes significant responsibilities

for the operational aspects of any actions initiated from the ground. He must also be
prepared to render the pilot-in-command and crew every possible assistance during the
process.
Delays in and irregularities of operation often upset crewmembers and passengers and
may significantly affect aircraft cycles. Therefore, it is necessary for the FD to check
closely with the departments responsible for crew and commercial scheduling in order to
maintain a well-balanced positioning of crew and aircraft for the smooth operation of all
flights.
1.3.16. Flight Watch and Operations Daily Control
Subcontractor Silk Way OCC use the Daily Control Check List Form (FO DR …) to check
aircraft movements and crew rotation. This is an MS-Excel formatted document and filled
by FD.
Flight Following provided by graphical Aircraft Situation Display (ASD) functionality within
the OCC. Aircraft position data for tracking is supplied by ACARS position reports
(Out/Off/On/In and Over) every 15 minutes, ADS-B position reports and manual updating
through ACARS and Dispatcher input. OCC Dispatch supplies updated OFPs as
necessary due to delay, re-route, diversion or other operational reasons.
Communications between the OCC and the cockpit of active flights is primarily via ACARS
data link with VHF/HF Long-Distance Operational Control (LDOC) voice relay and
SATCOM as back-up and/or supporting capability.
FD’s have sufficient skill and knowledge to interpret meteorological information, reports,
forecasts and warnings correctly and efficiently. They are able to use this information when
preparing or amending flight schedules, and when preparing flight planning or briefing
flight crew.(Refer to: 14.3. Application of Aerodrome Forecasts (TAF&Trend) to Pre-Flight
Planning).
AZAL´s communication skills and technology will be used to file ATC flight plan and advise
all down line of scheduled departure and arrival times, load on board etc..(Eurocontrol
Relations.)
FD will be able to monitor fuel consumption, en-route weather including winds, aircraft
performance including the limitations imposed by MEL restrictions. Release criteria’s
ensured in Dispatch Release Form (FO DR …).
As the FD is responsible for flight watch and flight monitoring the FD’s shall exercise a
close working relation with the flight crew members of a flight operation in progress. The
FD´s position is ideal to be a point of focus when a security treat against a company’s
aircraft has been revealed (refer to: ERP).
1.3.17. Crew Planning
The duties and responsibilities of Crew Planning in detail are:
 To produce a crew roster according to commercial flight program observing all
governing regulations.
 Control the availability of scheduled crewmembers;
 Respond to irregularities by rescheduling crewmembers or aircraft;

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 When re-scheduling is necessary, observe all requirements for crewmembers as

contained in OM Part A, Chapter 4 and 5.
 Control the duty and rest times of scheduled crewmembers according to OM Part A,
Chapter 7.
 To plan flight crew activities within Type Chief’s unit, coordinate, control and
organize of flight crews, send them to flight, ensure transportation of them in or the
main base.
 To prepare flight programs for cockpit and cabin crews and organizes flight hours.
 To make hotel reservation plans, control expense receipts.
 To control travelling expenses and advances for overnight stays.
 To request and coordinates price lists in coordination with Trading Directorate.
 To prepare and issue the crew planning with the lowest number of flight crew in
accordance with the duty time periods approved by the related civilian aviation
authority, with the least transitions and overnight stays, preferring the flight crews
changes are going to be made at home base so that the latest list price issued by
Trading Directorate can be applied profitable.
 To pay attention for flight hours and airports to fly when preparing the crew
planning.
 Follows in 24 hours base 7 days the Cockpit and Cabin crews Operations.
 To coordinate and produce new policies with type chief and cabin crew manager
about setting crews.
 To consider the proposals coming from Trading Directorate and determining the
conditions and requirement of flight crews.
 To present offers to Subcontractor Silk Way OCC Manager and Deputy Executive
Director on Flight Operations - Flight Operations Director can help for planning in
future and can be applied effectively to requests of sale section.
 To prepare crew planning as a flight program weekly or as directed by Flight
Operation Director when the conditions allow.
 To organize overnight stay reservation and crew transitions obtaining tickets and
confirming all these by fax message.
1.3.18. Cabin Crew Manager (CCM)
The Cabin Crew Manager appointed by and reports to the Deputy Executive Director on
Flight Operations - Flight Operations Director . His duties and responsibilities are to: (For
more details see CCH-A)
 Publish and amend, in co-operation with the Deputy Executive Director on Flight
Operations - Flight Operations Director , the necessary flight operational directives
for cabin personnel and the Cabin Crew Handbook;
 Establish, in co-operation with the Director, Training, the requirement for
employment, training and checking;
 Establish, in co-operation with the Director, Training, training syllabi and procedures
for cabin crewmembers;

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 Ensure in co-operation with the Directorate, Training the validity of required training
and checks;
 Ensure the conduct of feedback flights in due time;
 Ensure a professional standard of cabin crewmembers both, related to safety as
well as to the passenger service;
 Carefully process occurrence or other reports and investigate cabin related
irregularities to recommend remedial action to the Deputy Executive Director on
Flight Operations - Flight Operations Director and/or VPFO;
 Request the Deputy Executive Director on Flight Operations - Flight Operations
Director to call a hearing, when such action seems appropriate, and co-operate in
the resulting investigation;
 Supervise, in co-operation with the In-Flight Service Manager, all cabin service
related activities in order to ensure a maximum professional and friendly passenger
service;
 Keep up-to-date on cabin service related developments;
 Ensure the exchange of information and experience within his and with interfacing
departments;
 Participate in regular assessments of the safety of the aircraft cabin installations
and recommend, in co-operation with the Deputy Executive Director on Flight
Operations - Flight Operations Director and/or VPFO, improvements;
 Co-operate in improving technical installations in the cabin, in improving passenger
safety and comfort and in improving the service.
1.3.19. Crew Members other than the PIC
1.3.20. All Crew Members
All crewmembers shall be responsible for the proper execution of their duties which:
 Are related to the safety of the aircraft and its occupants; and
 Are specified in the instructions and procedures as laid down in the Operation
Manuals.
Every Crew Member must:
After a flight or a series of flights leave his duty station in such a condition that the
overtaking crew, maintenance or the aircraft itself will not be endangered due to e.g. wrong
settings of switches or brakes, wrong or missing data or information.
A Crew Member shall:
 Report to the PIC any defect or malfunction affecting airworthiness or safe
operation of the aircraft including emergency systems;
 Report to the PIC any occurrence that endangered, or could have endangered, the
safety of operation;
 Forward a written report of such occurrences to the FOD with a copy to the PIC
concerned.
A Crew Member shall not perform duties on an aircraft:

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 While under the influence of any drug that may affect his faculties in a manner
contrary to safety;
 Until a reasonable time has elapsed after deep water diving;
 Following blood donation except when a reasonable time period has elapsed;
 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, or feels unfit to the extent
that the flight may be endangered.
A Crew Member shall not:
 Consume alcohol less than 12 hrs prior to the reporting time for flight duty or the
commencement of standby;
 Commence a flight duty period with a blood alcohol level is not excess of 0,2
promille;
 Consume alcohol during the flight duty period or whilst on standby.
All Crew Members must:
 Adhere to the local custom-, immigration- and currency control crew regulations
which are more stringent than those for passengers; and
 Be aware that each of them is a representative of the company and that people will
identify their appearance with the company.
1.3.21. Cabin Crew Members
Cabin crewmembers report to the PIC while on flight duty. They shall carry out his
instructions, if applicable, and assist him in the safe operation of the aircraft. During other
times they report to the Cabin Crew Manager.
The duties and responsibilities of the cabin crewmembers related to cabin preparation, the
flight, the service and handling of passengers are contained in the Cabin Crew Manual
(CCM).
1.3.22. Training Director (Post Holder)
The Training Director has overall responsibility for training and reports to the Executive
Director. The Training Director is delegated to be responsible for all flight crew-training
requirements, including Type Rating Training. The Deputy Manager Cabin Service
Department is delegated to be responsible of all training requirements of the Cabin Crew.
Training Director is responsible (with regards to flight crew training):
 To implement training syllabi and check forms for all required training and checks,
in cooperation with the Deputy Executive Director on Flight Operations - Flight
Operations Director ,
 To implement the professional prerequisites concerning employment/ training/
upgrading of flight.
 To publish the OM Part D Training Manual and TRTO manuals, with the approval of
the Deputy Executive Director on Flight Operations - Flight Operations Director .

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 To cooperate, with the Deputy Executive Director on Flight Operations - Flight

Operations Director and appropriate departments, in determining and publishing
relevant training subjects.
 Implementation of Flight Operations training policies received from Deputy
Executive Director on Flight Operations - Flight Operations Director .
 To assist the Deputy Executive Director on Flight Operations - Flight Operations
Director in appointing check and training personnel including type rating examiners,
 To ensure that all required checks and training are conducted on time in
cooperation with the Crew Planning Department and the Deputy Executive Director
on Flight Operations - Flight Operations Director ,
 Ensure that structures, resources and equipment are in place to fully support the
training needs.
 Ensure, in co-operation with the Crew Planning Department, that all required
training and checks are conducted in due time.
 Co-ordinate with the Quality Director for audits and inspections and to organise the
selection of audit subjects whenever it deems necessary,
 Create an environment and framework within which training methods are kept up to
date and new training concepts can be introduced.
1.3.23. Technical Director (Post Holder)
The Technical Director (TD) is appointed by and reports to the President of Air Company
AZAL. The TD is responsible for ensuring that all necessary resources are available to
accomplish maintenance in accordance with JAR-145.65. He is responsible for the
company's maintenance activities as detailed in the CAME (Continues Aurworthiness
Management Exposition).
Concerning the relationship with flight operations he shall:
 Inform the flight operations department well in time about any required maintenance
activities;
 Inform the flight operations department about any changes of the aircraft weight or
index;
 Ensure, when an aircraft is released to service for a flight, that all certifications
about maintenance activities and checks are done according to the regulations and
that the time to next inspection covers the planned duration of the flight/s.
1.3.24. Director of Marketing, Commerce and Production
Department (Post Holder)
The Commercial Director is appointed by the Vice-President/Executive Director. He and
reports to VP/ED and he is in charge of all ground activities necessary before and after the
conduct of a flight. The duties and responsibilities of the Commercial Director are:
 Ensure that all legal requirements and the provisions of the AOC relating to ground
operations are strictly observed;
 Amend, if necessary, the GOM;
 Ensure the safe, punctual and economic operations of all company flights by
establishing or contracting out professional ground support;

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 Ensure, when contracting out, that each contractor meets the required company
standards and has installed a Quality System;
 Take all measures, in co-operation with the authorities responsible at the
aerodromes, required for the security of the aircraft, the passengers and baggage
or cargo on ground;
 Ensure in good co-operation that over-flight and landing permissions, dangerous
goods authorizations PPR's and/or slots, if required, are available in time;
 Ensure that handling of passengers, catering, de-icing equipment and fuel
arrangements are made at the aerodromes, when necessary;
 Assist the crew in identifying the best refuelling stops considering economical
requirements;
 Publish and keep up to date appropriate instructions for ground handling of the
aircraft;
 Ensure by regular checks, that ground personnel is being kept up to date, properly
instructed and that they are aware of their responsibilities and the relationship of
their duties to the operation as a whole.
 Establish, maintain and conduct training programs which enable the ground
personnel to safely and professionally conduct the ground handling and to act in the
most appropriate manner to prevent acts of unlawful interference and, if such an act
has occurred, to minimise the consequences of same.
 Ensure, by regular checks, that ground personnel are being kept up-to-date and
properly instructed and that they are aware of their responsibilities and the
relationship of such duties to the operation as a whole.
Refer to the Ground Operations Manual for details.
1.3.25. Quality Director
(Refer to: AAR–OPS1 2.8)
Quality Director is appointed by and reports to the VP/Executive Director. Quality
Director’s duties and responsibilities can be found both on Corporate Manual and the
Quality Manual.
Quality Director has independence for the following activities and areas:
 Direct-line reporting
 The authority given to the auditor(s)
 Access to all parts of the AZAL organization
Responsibilities and Duties:
 Either he will be supervisor or a part of audit during internal evaluations, audits, and
inspections.
 He will put together and finalize the auditor’s evaluation drafts as a quality
assurance program and present it to VP/Executive Director for approval and
distribution.

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 He will maintain and update internal evaluation files/checklists according to new

regulation requirements and/or changes or developments in AZAL comply with the
field to be audited.
 He will execute evaluations, audits and inspections with designated auditors to
comply with quality assurance program or in case of the special requirements.
 He performs the following actions during and after evaluations.
 Put together all findings, concerns, evidences, and evaluate them.
 Gives any identified non-compliance findings, and concerns to related manager with
recommended solutions with in the reasonable time scale and reports them to
VP/Executive Director
 Monitors and verifies the development and implementation of corrective action
plans.
 Evaluates the recorded data and trends concerning policy and flight safety
standards.
 He ensures to run the feed-back system properly to rectify discrepancies and
noncompliance in each particular case, and the procedure to be followed if remedial
action is not completed within appropriate time scale.
 He communicates and coordinates the quality assurance program activities with the
President of Air Company AZAL and the SCAA on a regular basis.
 He takes necessary assistance from flight safety personnel to find solution to the
flight safety field.
 He is responsible to the President of Air Company AZAL for the definition,
implementation and follow-up of the appropriate procedures to comply with the
AZAL quality policy.
 Refer Quality Manual for detail
1.3.26. Safety Director
Safety Director promotes and supervises operational safety as representative for all safety
related matters of Flight Operations. Safety Director is appointed by the President of Air
Company AZAL (with confirmation of the Deputy Executive Director on Flight Operations -
Flight Operations Director ) and reports to the VP/Executive Director.
He supervises and promotes all operational safety related matters. By doing this he works
closely together with the Quality Management, the Flight Operations and Training
Department to ensure the follow up of changing standards or procedures. (Refer to: SMS
Company Manual)
Responsibilities and Duties:
 Cooperation with all concerned departments regarding safety matters including the
safety and security training of flight crews and cabin crews.
 Supervision of aircraft handling regarding safety related matters in cooperation with
ground support services and ground crew training.
 Coordinating with flight and cabin crews regarding the prescribed emergency
procedures and supervision of the required safety-training and emergency
procedures (Refer to: Training Manual).

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 Issue and check the validation of the “Emergency Proficiency and First Aid
Certificate” for crewmembers.
 Spot checks of stored flight-documents of scheduled and charter flights.
 Determine proper hazard control action.
 Reporting of incident reports to the Deputy Executive Director on Flight Operations -
Flight Operations Director . Following up incident reports and to take action for
avoiding hazards.
 Analyse incident reports to identify causes and prevent similar hazards in the future,
 Conduct Safety Meeting every four months, according to the Accident Prevention
and Flight Safety Program.
 Implement internal safety audits, according to Quality Manual and company’s audit
program.
 To publish, in close cooperation with the Deputy Executive Director on Flight
Operations - Flight Operations Director , the accident prevention and flight safety
programme.
 Keep coordination with the Flight Operation Department for effective operation of
SMS.
1.3.27. Aviation Security Manager
The Aviation Security Manager is designated by the Accountable Manager and has direct
access to him for security matters.
The Aviation Security Manager is in charge of implementing and to manage a security
function within the company to be able to: (Refer to Company Security Manual)
 Identify security weakness and security threat,
 Assess associated risks,
 Inform the top management on security matters and in case of security risk.
 The Aviation Security Manager is responsible to implement and maintain all security
operator processes and to ensure that they are appropriate to the security situation.
 The Aviation Security Manager has access to all parts of AZAL.
 Responsibilities and Duties
 Refer to the Security Manual for further information on the responsibilities and
duties in addition to those mentioned above.
 Qualification Requirements
 Practical experience in the application of security standards,
 Knowledge of the applicable regulations and their associated requirements and
procedures,
 Knowledge of the relevant parts of the related company manuals.

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Operational Control and Supervision Date: 28-Dec-19
2. Operational Control and Supervision

2.1. Supervision of the Operation by the Operator
Refer to: (AAR–OPS1 2)
Operational Control has been designed to promote the safety, regularity and efficiency of
AZAL operations through the exercise of authority over the initiation, continuation,
diversion or termination of flights or a flight in the interests of the safety of the aircraft and
the regularity and efficiency of the flight.
The company ensures that all operations personnel is properly instructed, have
demonstrated their abilities in their particular duties and are aware of their responsibilities
and of the relationship of such duties applicable to the operation as a whole. In other
words, the company ensures that operations personnel are competent, proficient and
qualified and remain so during employment.
The JAR requirements are based upon the overriding aspect of safety. They also address
the importance of quality control. To supervise and control, to monitor and re-evaluate, to
rectify and improve operations, procedures and personnel qualification, is in the direct
interest of the company's overall safety, its image and, therefore, its success.
The company authorizes the Deputy Executive Director on Flight Operations - Flight
Operations Director to control the number of flight crewmembers and the Cabin Crew
Manager, to control the number of cabin crewmembers required to operate the number of
aircraft involved in the operation.
Both managers shall ensure and quality assurance shall confirm that:
 The crew licenses and qualifications are valid for the period a crewmember is
scheduled for duty;
 The crewmembers proficiency has been checked and found satisfactory at specified
intervals;
 The required personal records for the personnel in his department are being
analyzed, retained and stored for the prescribed periods.
2.1.1. Captain (PIC)
It is through this structure of management that a pilot is designated as Captain (PIC) of a
particular flight and the responsibility for operational control of that flight thus delegated to
him during the period he is in command.
It is also through this structure of management that a Captain is held responsible for the
exercise of his authority, which in terms of safety is the same within the Company as under
the general law. In the discharge of his responsibilities, he must comply with all regulations
and instructions that relate to his duties, departing from them only when such action is
necessary in the interest of safety. Any such departure must be followed as soon as
possible by notification in writing to the Deputy Executive Director on Flight Operations -
Flight Operations Director giving the reasons for the action taken.
The Captain is also given authority over those who are subordinate to him to ensure that
they perform their duties to the standard required by the Company and in accordance with
its instructions and procedures.
The Maintenance department and Commercial department will support the supervision of
the operations.

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2.1.2. Vice-President Flight Operations

Responsibility for control and supervision of Flight Operations rest with the VPFO. As far
as “Flight Operations” is concerned (in contrast to “Ground Operations” and “Maintenance”
that both play their indispensable roles in respect to overall safety) the VPFO bears the
overall responsibility, and has the overall directive authority with respect to Flight
Operations. The Vice-President Flight Operations may delegate areas of operations and
supervision of such areas to other members of his management team. (For the actual
flight, this responsibility and this authority devolve on the Captain)
The Vice-President Flight Operations will exercise his supervisory directive power in:
 Coordinating and supervising the flight operational departments and appointing their
chief executives Establishing the legally required flight operational procedures and
instructions.
Drawing, in cooperation with the Chief Executives of the Company’s departments,
appropriate conclusions from:
 Reports provided by routine operational meetings, Relevant occurrence and
accident reports, Hearings, Check flights conducted by him and by other check
pilots, and by addressing the noted deficiencies.
 Cooperating in the audits of the Quality Director (Chapter 3), and by addressing all
faults and deficiencies found, particularly in respect to the standards of the
operational personnel’s competence and its qualification and in respect to the
performance of prescribed duties, and the adherence to Company procedures.
In a manner similar to the one described in connection with the Operations Manual, the
Vice-President Flight Operations exercises operational control in:
 Establishing the aerodrome operating and planning minima (to be proposed, and
after approval by the Vice-President Flight Operations, to be published by
Jeppesen)
 Approving routes to be served and of areas to be over flown, the establishment of
minimum flight altitudes and of en-route operating minima. (To be proposed, and
after approval by the Vice-President Flight Operations, to be published by
Jeppesen)
2.1.3. Supervision of the Flight
The responsibility for an individual flight devolves on the Operations Control Centre, 1 hour
and 15 minutes before the flight’s departure. It shall ensure, for the planned flight:
 That a Captain has been designated, and that a complete crew has been
scheduled, and that they meet all relevant competency and recency requirements,
 That, for each crewmember of the planned flight, the legal requirements concerning
flight time/rest time limitations have been and are being observed
That the aircraft has undergone all maintenance that renders the aircraft capable, from a
technical and legal point of view, to finish its tour of duty and return to home base before a
major check becomes due.
The Operations Control Centre reacts in an appropriate manner to operational
irregularities by

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 Crewmember changes (ex standby or by other means),

 Aircraft changes,
 Changing the aircraft planned schedule (early departure, delay, rerouting,
cancellation of flight and diversion of flight en-route)
Once a Captain has commenced flight duty, he shall be informed of and consulted on all
questions relating to his flight, his crew and his aircraft.
In flight, the final authority as to the disposition of his aircraft rests with the Captain who
shall responsibly cooperate with the Operations Control Centre and Maintenance, and
base all his decisions on all aspects of the aircraft’s, its passenger’s, and his crew’s safety.
2.2. Operational Documentation
The Deputy Executive Director on Flight Operations - Flight Operations Director is
ensuring that the Operations Manual contains all instructions and information necessary
for flight operations personnel to perform their duties.
All flight operations personnel have easy access to a copy of each part of the Operations
Manual, which is relevant to their duties with Aerotab system. In addition, the
crewmembers must be issued with either paper, or electronically, a personal copy of, or
relevant sections from, Parts A, B and C of the Operations Manual for personal study.
responsible for establishing all operational policies, procedures, instructions and guidance
given in the Operations Manual.
The AZAL is monitoring the distribution of the operational manual or the parts of the
operations manual to ensure that the needed operational documentation is available to
operational staffs to perform their tasks.
Parts of the Operations Manual including charts, needed to prepare and to conduct the
flight must be available and up-to-date at flight dispatch and on board the aircraft.
Documentation on board (QRH, FCOMs) the aircraft must be customized to the Aircraft
MSN (tail number / registration).
For the digital distribution each department responsible ensures to deliver a digital copy of
the document to Technical Pilot who announce the document revision and upload
information to the cockpit crew via e-mail.
Whenever updated documents are uploaded on the Ground Segment, a notification with a
question mark on the application shows that there is a new update uploaded to the server.
The user can synchronize and update new documents easily.
Flight crew should notify in the technical log book or in a dedicated Ops log book any error,
any page missing or any page needed to be replaced.
AZAL has also SMS Manual approved by SCAA that includes a description of:
Safety Policy and objectives, SMS requirements, SMS processes and procedures, the
accountabilities, authorities and responsibilities for processes and procedures, and the SMS
outputs. Its approach to the management of safety, which is contained in a manual as a
means of communication throughout the organization.

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2.2.1. Control of Revisions to Flight Operations Documentation

In order to keep Flight Operations Documentation organized and current, the following
procedure has been established to help timely update all operational manuals and
procedures.
Responsibilities and duties have been delegated to certain Flight Operations employees.
Generally all incoming Flight Operations documentation is divided into:
• Company Manuals and procedures;
• Route Manuals;
• Aeronautical Information Publications (AIP) and NOTAMS;
• Aircraft Manufacturers Instructions; and
• Other Operational Information;
• Onboard library;
• Other manufacturer's operational communications.
• Manufacturer's Approved Flight Manual (AFM), including performance data,
weight/mass and balance data/manual, checklists and MMEL/CDL;
• Regulations of the Aar OPS and of the other states or authorities relevant to
operations;
• Airworthiness Directives;
• ICAO International Standards and Recommended Practices.
Flight Operations Revisions are distributed and handled in the following order:
• Incoming Revisions are registered in the Flight Operations Documentation Control
Officer / EFB Specialist, specifying date and responsible function / person.
• If revision / manual shall be forwarded to any other function, appropriate field shall be
filled in and responsible person notified as soon as possible.
The functions responsible for distribution of revisions are found in following. The technical
pilot will collect all revisions issued or forwarded by Technical Department or any other
sources.
Technical Pilot is responsible for subscription and assuring that all technically oriented
publications from aircraft manufacturers (AFM, FCOM, QRH, WBM, MEL, FCTM).
2.2.2. Competence of Operations Personnel
It is important in the interest of safety and in the company's own interest to maintain a high
level of competence, of personal proficiency and skills.
Ad hoc inspection flights by the department supervisor or designated check pilots,
collecting and assessing crew reports about occurrences. The monitoring of the validity of
the licenses and qualifications ensures that crewmember without valid required licenses or
qualifications cannot be nominated as crewmember on a flight. Line checks also allow
assessing flight crewmembers competence and adherence to the airlines policies and
procedures.

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Ad hoc assessment by supervisory staff participating in a particular tour of duty and/or

participating in the performance of particular tasks; Collecting and assessing passenger
and/or crew complaints.
It is most important that the supervisory staff convey to each individual the impression that
his co-operation within the company team is essential, that his opinion is asked for and
that his ideas and suggestions are valuable.
Note: In cases of high safety risks, personnel who would otherwise become subject to disciplinary, legal or
penal action are encouraged in the interest of safety to write anonymous reports.
2.3. License and Qualification Validity
The supervision of licence and qualification validity is performed by:
• The Crew Training department, which follows the qualifications and license validity of
the crewmembers.
• The crew-scheduling department, which checks that the medical certificate, the
license and the qualifications of the crewmembers designated to fly are valid and
appropriate for the scheduled flights.
• OCC(Crew Control), which checks thevalidities before the flight.
Each license entitles its holder to exercise his authority and execute his responsibilities
based upon such license only as long as it remains valid. It is, therefore, of the utmost
importance that the license holder, for revalidation, is in due time re-trained and re-
examined by the company, or, when required, by the Authority.
The responsibility for scheduling in due time licensed personnel for appropriate recurrent
training and checking and for ascertaining that revalidation of each license occurs before
expiration, is the responsibility of the Department Managers or supervisors.
It must be stressed, however, that the final responsibility for retaining a license's validity
rests with its holder. Whenever he has the impression that, by mistake or error, the
responsible section has overlooked the imminence of license expire, he shall at once notify
the appropriate personnel and ensure that all necessary steps for revalidation are taken at
once.
As far as qualification is concerned (not reflected by a license) the Fleet Chief, Crew
Planning and the Cabin Crew Manager shall check appropriate files before scheduling a
crewmember for an individual tour of duty. It is also the responsibility of each crewmember
to check and to notify the company if he does not hold appropriate qualifications.
2.3.1. Qualification for Employment
The supervision of the qualifications of personnel and the maintenance of adequate
records is essential. It is the individual responsibility of crewmembers to ensure that their
licences, ratings and medical certificates are valid; AZAL also has the responsibility for
ensuring the validity of crewmembers licences.
The Deputy Executive Director on Flight Operations - Flight Operations Director , the
Cabin Crew Manager, the Engineering Director, and the Ground Operations Director shall
define in co-operation with the Training Director for each type of position in their respective
department, a set of qualifications, which must be met by the respective applicants for
employment.

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The rapidly evolving nature of flight operations in general, changes in procedures and in
electronic data processing; changes in medical assessments and changes of legal
provisions may consequently change such demands. Therefore, the department managers
shall, in the course of routine meetings regularly held with supervisory staff, from time to
time address these qualification requirements, discuss them respectively, have them re-
evaluated and, where necessary, have them changed.
For Minimum Qualification Requirements of Crewmembers Refer to: 5.Qualification
Requirements
2.3.2. Training / Examinations / Licenses
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
managers together with the Director, Training define the contents and extent of the
examination and the minimum requirements for passing.
Legal provisions may prescribe a license with a set expiration date and the requirement to
prolong it by undergoing defined checks/examinations, whenever the responsibilities of a
position e.g., that of a flight crewmember, necessitate the regular reassessment of the
capabilities and the proficiency of a holder. Additionally, department managers may
establish, for defined positions, the need for a company specific license/certificate.
The department managers shall, in the course of specific meetings held with appropriate
staff, regularly address all aspects of training, examination and licenses. It hardly needs to
be mentioned that not only legal requirements and their changes must be observed
meticulously, but that the state of the art also shall be constantly monitored. The
department manager shall closely co-operate with crew training department in all these
matters. Type specific aircraft characteristics, experience gained by check-, training- and
supervision pilots, occurrence reports, statistics, trends, results of incident and accident
investigation will all contribute in establishing and re-evaluating the requirements for
training, examinations, and licensing.
2.3.3. Flight Documents Control, Analysis and Storage of Records
The company ensures to keep all documents required to be preserved for the required
retention period, even if the aircraft is no longer in the company. Refer to Quality Manual
”Documentation Control” for the complete guidance.
2.3.3.1. Documents used for the Preparation and Execution of the
Flight
Legal provisions prescribe the carriage on each flight of the following documents:
 Operational flight plan;
 Aircraft Technical Log;
 The filed ATS flight plan;
 Appropriate NOTAM/AIS briefing documentation;
 Appropriate meteorological information;
 Mass and balance documentation;

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 Notification of special categories of passenger(s) such as security personnel, if not

considered as crew, handicapped persons, inadmissible passengers, deportees
and persons in custody;
 Notification of special loads including dangerous goods and written information as
prescribed by OM, Part A, Chapter 9;
 Current maps and charts and associated documents;
 Any other documentation which may be required by the states concerned with the
flight, such as cargo manifest, passenger manifest, etc.; and
Forms to comply with the reporting requirements of the Authority and the operator (Refer
to: 11. Handling, Notifying and Reporting of Occurrences).
 Airworthiness Directives (if it contains any safety – critical issue) and manifacture
bulletins. Airworthiness Directives and manifacture bulletins might be shown or
provided by means of Flight Bullitens.
These documents are essential for the safe conduct of the flight. By examining and then
signing the papers the Captain certifies that he is satisfied that the preparation of his flight
is adequate.
2.3.3.2. Analysis and Retention of Documents and Records, Quality
Control of EDP (Electronic Data Processing)
It is the responsibility of the First Officer to keep and complete the prescribed records
during flight (completion of the operational flight plan in regard to times, altitudes,
clearances, fuel-monitoring etc.) and to forward it after the flight to the Operations Control
Center.
Accident and occurrence reports are given high priority and shall be distributed and
handled as per OM, Part A, Chapter 11.
All other documents are a valuable tool for quality control. The respective department
supervisor shall regularly check the correctness and completeness carefully. He shall
check whether the flight has been planned and conducted in accordance with all legal and
company provisions including the MEL, fuel policy, aircraft performance and limitations,
aerodrome and en-route operating minimum, and with proper regard to the forecasted
meteorological situation and the published environment of aeronautical aids and services
(NOTAMS).
Whenever documents are missing or discrepancies/irregularities are found clarification
with the Captain of that flight is necessary. To enable the supervisor to prevent the
reoccurrence of such irregularities, statistics about such events shall be kept, updated and
discussed with the flight crewmembers or personnel concerned.
As a matter of quality control, the Fleet Chiefs shall, periodically, manually recalculate a
random picked EDP generated flight plan and a mass and balance document.
All suppliers of software and navigation data (Jeppesen) products used for operational
control purposes must hold a valid certificate to assure data integrity and quality.
The Service Letter Agreement must certify that the provider is accredited in accordance
with international standards and data integrity and quality. Furthermore the supplier must
ensure that data received from 3rd part and for delivery of data to SWA are also in
compliance with the supplier´s quality assurance program.

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2.3.3.3. Documents Storage Periods for Preparation and Execution

of Flights
The following information used for the preparation and execution of a flight, and associated
reports, shall be stored for three months:
Documents
Table 3.
Operational flight plan 3 months Retained by Dispatch Office
24 months after date Retained by Maintenance
Aircraft Technical Log
of last entry Department
Route specific NOTAM/AIS briefing
3 months Retained by Dispatch Office
documentation edited by the company
Retained by Ground
Mass and Balance documentation 3 months
Operations Department
Notification of special loads including Retained by Ground
3 months
dangerous goods Operations Department
The Flight Operation Director is also charged with the control and maintenance of all
records, flight documents and data for the period laid down in each case by law. Checks
will also be made to establish that all documents such as flight plans, load sheets, etc. are
being completed correctly and in a proper manner. The analysis of such records is a
central and essential part of the Company’s ongoing internal safety audit.
2.3.3.4. Document Storage Periods for Reports
Table 4.
Retained by Flight Operations
Journey Log 3 months
Department
Retained by Deputy Executive
Flight Reports 3 months Director on Flight Operations -
Retained by Deputy Executive
Reports on exceedence of duty and/or
3 months Director on Flight Operations -
reducing rest periods
Air Traffic Incident Reports Bird Strike
Retained by Flight Safety
Report, Dangerous Goods Occurrence 24 months
Department
Reports
Retained by Flight Safety
Accident Reports indefinitely
Department
Related offices are responsible for storing the above-mentioned reports.

2.3.3.5. Document Storage Periods for Flight Crew Records
Applies to all results of successful and unsuccessful flight crew evaluations.

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Table 5.
Flight Duty and Rest time 15 months
As long as the crewmember is exercising
Licence
the privileges of licence for the operator
Conversion training and checking 3 years
Command course (including checking) 3 years
Recurrent training and checking 3 years
Training and checking to operate in either pilots seat 3 years
Recent experience 15 months
Route and aerodrome competence 3 years
Training and qualification for specific operations
when required by JAROPS (e.g. EDTO/ETOPS, 3 years
CAT II/III operations)
Dangerous Goods training 3 years
To be retained by Crew Training Department
2.3.3.6. Document Storage Periods for Cabin Crew Records
Applies to all results of successful and unsuccessful crew evaluations.
Table 6.
Flight, Duty and Rest Time 15 months
Initial training, conversion and differences As long as the crewmember is exercising the
training (including checking) privileges of the license for the company
Recurrent training and refresher (including Until 12 months after the cabin crewmember has
checking) left the company
Dangerous Goods training 3 years
To be retained by crew Training Department

2.3.3.7. Flight, Duty and Rest Time Records (Flight Crew & Cabin
Crew)
They shall be retained for 15 months.
When a crewmember of AZAL, becomes a crewmember for another operator, that record
shall be made available to the new operator.
2.3.3.8. Document Storage Periods for Records of other operations
Personnel
Table 7.
Training/qualification records of other personnel
for whom an approved training program is Last 2 training records
required by JAR/OPS
To be retained by crew Training Department

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2.3.3.9. Other Records

Table 8.
Until 12 months after the crewmember

Records on cosmic and solar radiation dosage
has left the company
All Quality System Records like audit reports
5 Years
and changes of the quality manual
To be retained by crew training department
2.3.3.10. Flight Recorders Data
Refer to : (AAR–OPS1 2.38)
Following an accident or following an incident that is subject to mandatory reporting or
whenever the SCAA so directs, the technical department shall preserve the relevant
original recordings of a flight recorder for a period of 60 days or for another period as
directed by the SCAA.
Note: AZAL shall, within a reasonable time of being requested by the SCAA, produce any recording made by
a flight recorder, which is available or has been preserved. The technical department will also preserve any
flight data recorder information for any flight if so requested by the Deputy Executive Director on Flight
2.3.3.11. Cockpit Voice Recorder (SCR) Data
Refer to : (AAR–OPS1 2.38)
Cockpit voice recorder recordings may 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 crewmembers concerned.
2.3.3.11.1. Information to be Retained on the Ground
Legal provisions prescribe that the company (or the company's agent or, where no agent is
available, the aerodrome authorities 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;
 The relevant parts of the Aircraft Technical Log;
 Company-edited route specific NOTAM documentation, if any;
 Notification(s) of special loads and/or special categories of passengers
2.3.3.12. Reports
The Captain shall ensure completion (and the company, after flight, shall ensure currency,
completeness and permanency) of the Flight and Maintenance Report (Tech Log) which is
to contain the aircraft's registration, the date, the name(s) and duty assignment of
crewmember(s), places and times of departure and of arrival, hours and nature of flight
and the Captain's acceptance. Reports other than the Flight and Maintenance Report are:
 Occurrences report;

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 AML for technical defects;

 Air Traffic Incident Report;
 Bird Strike Report;
 Dangerous Goods Occurrences Report;
 Report for the excedance of duty- or reduction of rest period;(Irregularity report)
 Accident/incident Report.
2.4. Accident Prevention and Flight Safety Program
2.4.1. Accident Prevention
Although the level of safety in aviation is very high today the company shall make every
effort for accident prevention.
Accident prevention programs often only covers the flight operations sector. But effective
accident prevention can only be achieved if all departments and sectors of the company
such as management, crewmembers, ground crew, engineers, cargo handling
supervisors, etc. are involved. (For more information refer to SMS Company Manual)
The objective of accident prevention is:
 The discovery, elimination and avoidance of hazards;The participation in accident
prevention of all sections of the company;
 To include everybody's business to the safety policy.
2.4.1.1. Responsibility for the Safety Policy
The responsibility for safety and thus accident prevention in the company rests with the
management. The management is responsible for the quality of the product of the
company.
That implies that the management has to support any activity for preventing failures, which
may lead to an accident. The quality of the accident prevention program depends very
much on the allocation of the resources by the management.
Beyond this the management is responsible for the morale in the company because
morale affects safety in a way, which should not be underestimated. Low morale often
leads to loss of pride in one's work and erosion of self-discipline, which may create
hazardous conditions.
That means that the management should:
 Support resources and regular meetings;
 Distribute clear instructions;
 Controls that the instructions are applied correctly; and
 React if there is any doubt in the function or quality of the instructions by checking
and eventually improving them.
2.4.1.2. Safety Survey
Conducting a safety survey is very helpful for the company to get a status of accident
prevention within the company. It is a cost effective and flexible accident prevention
method, as it will show flaws in safety and areas where problems may be suspected. The
objective of a survey should be identifying hazards so that actions can be taken by the

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responsible personnel to eliminate or to avoid them. (Refer to: SMS Company Manual-
chapter: Mandatory Occurrence Report (MOR))
The following points must be considered when planning and conducting a survey:
 The purpose of the survey;
 Selecting personnel who are best qualified to perform it;
 Defining the areas to be examined;
 Ensuring that the department responsible for the area being surveyed is aware of
the intended actions and supports its objectives.
The report on a survey should be completed as soon as possible and forwarded to the
management. The report shall contain practical recommendations for the improvement of
flight safety. Necessary items, which require immediate actions, should be discussed
informally before the final report is available and distributed. The result of a survey may
have an influence on the flight safety program. The survey may be performed during the
annual Quality Audit and handled according the Quality Manual.
2.4.1.3. Human Factors
Most emphasis in accident prevention should be placed on human factors rather than on
aircraft only.
The well being of crewmembers is very important in accident prevention. A crewmember
must be fit and alert to be able to respond in the correct way to any situation. Factors,
which may influence the well being of crewmembers are fatigue, body rhythm disturbance,
and sleep deprivation or disturbance. Also temperature, humidity, noises, light, vibration,
workstation design and seat comfort may influence the physiological or psychological well
being.
In connection with accident prevention it is important for crewmembers to know these
factors and their possible influence upon their well being.
This will help to control human errors caused by fatigue, body rhythm disturbance, sleep
deprivation, health performance and stress.
To control human errors and to minimize the occurrence of errors related to them can be
done by providing the crews with proper checklists, procedures, maps, charts and manuals
and by reducing temperature extremes, noise, and other stressful conditions. During flight
operation procedures, processes or checklist establishment the followings processes shall
be ensured:
• Human factors principles are observed in the design of the documentation, checklists
and associated procedures;
• The specific parts of the Operation Manual relevant to flight crew are clearly identified
and defined;
• Any differences from procedures and checklists provided by the manufacturer(s) are
based on operational considerations.
As the aim to eliminate all human errors is unrealistic it must be the goal to bring the errors
down to a minimum.
The consequences of the remaining human errors shall be reduced by cross monitoring
and by realization of a good crew co-ordination concept.

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2.4.1.4. Environmental Factors

Another important factor beside the aircraft and flight crew is the environment. There are
natural environments such as weather (temperature, wind, precipitation, ice, lightning) and
topography and manmade environments such as air traffic control, airport, navigation and
landing aids, airport lighting and the standard operating procedures, orders and
regulations, training syllabi, national and international legislation etc. which must all be
taken into consideration during aircraft operation.
2.4.1.5. Communication Factors
Communication within the company is another important subject. Manuals, instructions,
directives etc. should be clearly written and easily understood. Communication within the
cockpit can be affected by the "Trans-Cockpit Authority Gradient" (TAG), which means the
relative strength and forcefulness between the flight crewmembers.
The gradient between the Captain and the First Officer should be neither too steep nor too
shallow. This will lead to free and unreserved communication between the pilots, that is
necessary for safe aircraft operation.
To handle an emergency situation correctly and so possibly prevent an accident, the
Captain must show good leadership qualities.
The Captain is responsible for good crew resource management within the whole crew
and he shall promote good communication.
2.4.1.6. Objective of an Investigation
"The fundamental objective of the investigation of an accident shall be the prevention of
accidents and incidents. It is not the purpose of this activity to apportion in blame or
liability"
(ICAO, Annex 13, Aircraft Accident Investigation).
Every crewmember must be aware of this statement. For identifying the hazards, which
may have caused an accident, the involved crewmembers should not be reluctant to
disclose information they have about the accident. The results of the investigation can be
instrumental in preventing more accidents.
2.4.2. Flight Safety Program
The Safety Pilot is designated as Accident Prevention Adviser (APA). An APA must:
 Be able to assess and evaluate the functioning and interrelationship of the many
varied activities of aviation operation;
 Have an extensive knowledge of aviation;
 Be a flight crew or have aviation engineering background,
 Have initiative and an inquisitive and analytical nature to seek out or anticipate
aviation hazards,
 Have persistence to ensure that appropriate action is taken on discovered hazards;
 Be completely objective and thus have the respect and confidence of crews and
other personnel.
The Flight Safety Program focuses on accident prevention. Therefore the program is
based on the following points:

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 It should aim to arouse an awareness and understanding of accident prevention in

all sectors of aviation operations in the company;
 Once hazards have been identified and assessed, the APA should notify the
appropriate unit (Company and/or Authority) and recommend action to eliminate or
avoid the hazard;
 The APA should keep the Management informed of safety trends and uncorrected
hazards within the company;
 The APA's role is advisory only. He has no executive function or authority.
The APA will constantly distribute and discuss any important information received by
accidents, incidents and occurrences reports and other suitable information. The APA may
receive his information from:
 Reporting systems;
 Investigations;
 Informal day-to-day discussions and ad hoc contacts;
 Questioning operations personnel and observing the company's operation;
 Crew reports.
2.4.2.1. Main Aspects of the Flight Safety Program
The objective of the flight safety program shall be prevention of accidents. For this reason
flight safety will be the major objective of operational supervision and control. The best
way to reach a high standard of flight safety is the strict adherence to standard operating
procedures (SOP's) established by the company.
2.4.2.2. Simulated Abnormal Situations in Flight
Captains shall ensure that simulation of abnormal or emergency situations requiring the
application of part or all of abnormal or emergency procedures and simulation of IMC by
artificial means are not simulated during commercial air transport flights. When engine-out
manoeuvres are carried out in an aircraft during training flights, the engine failure shall be
simulated.
2.4.2.3. Information on Emergency and Survival Equipment carried
The company ensures that there is available for immediate communication to rescue
coordination centers, information on the emergency and survival equipment carried on
board of all company aircraft. The information shall include, as applicable, the number,
colour and type of life-rafts and pyrotechnics, details of emergency medical supplies, water
supply and the type and frequencies of emergency portable radio equipment. For further
guidance Refer to: ERP.
2.4.2.4. Method of Dissemination and Communication
Accident prevention information and ideas shall be brought to the attention of all the
company's operations personnel by an annual internal seminar leaded by the APA
(Accident Prevention Adviser) or another competent person.
The annual internal flight safety seminar for crewmembers is included in the annual safety
and emergency equipment training. OCC personnel shall, whenever possible, attend this
course. Aside of this course the following should increase the risk awareness in all areas
of flight operations:

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 Distribution of copies of safety bulletins;

 Discussions during recurrent training and checking;
 Informal day-to-day discussion.
Another method of communication is the Flight Operations Meetings which are conducted
under supervision of VP Flight Ops or Deputy Executive Director on Flight Operations -
Flight Operations Director . Other departmental heads, chief pilots of fleets (fleet
managers), technical pilots of fleets, cabin crew, flight support and flight documentation
control section members are also take part in these meetings. During these meetings the
followings subjects are discussed;
• General condition of Flight Operations
• Accident prevention and flight safety;
• Cabin operations;
• Engineering and maintenance;
• Operations engineering;
• Operational control/flight dispatch;
• Human resources;
• Ground handling, cargo operations and dangerous goods;
• Manufacturers, (AFM/AOM, operational and safety communication);
• Regulatory agencies or authorities.
• New planned routes.
2.4.2.5. Content of the Flight Safety Program
Annual Seminar:
 Overall discussion of safety;
 Speech about e.g. Human Factor, Investigation Reports etc.;
 Discussion of accidents and incidence occurrence reports;
 Standard flight operations procedures.
Used material e.g:
 Reports;
 Videos;
 Laws and regulations;
 Manufactures Airplane Advisories.
Discussions during training/checking and informal day-to-day discussions.
The following main aspects should be pointed out by the Training Personnel and flight
crews as well as operations staff should be made aware of the safety risk connected to
these points:
 Adequate pre-flight preparation and/or planning;

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 To see and avoid obstructions;

 Fuel management;
 Interpretation of the weather situation;
 Flight hazards;
 Update of flight documentation and publications;
 Exterior and pre-flight checks;
 Correct use of checklist during all phases of flight;
 Handling of cargo (mass and balance sheet);
 Crew briefing including emergency briefing;
 Flight duty times with respect to rest time periods;
 Knowledge of safety equipment. (Refer to OM-B);
 Standard Operating Procedures.
2.4.3. System of Promulgation of Additional Operational
Instructions and Information
Information of an operational nature, which is supplementary to the instructions contained
in the Operations Manual and, which is either of a temporary or a permanent nature will be
published as follows and normally distributed to personnel concerned.
Due to its operational relevance such information shall contain the date/time of its issue
and state the effective date/time and, where appropriate, the end of its applicability
(otherwise the statement “valid until further notice” should be included):
Table 9.
To Be Filed
Title Issued By Applicability and Priority Numbered Until
Cancelled
Deputy
Executive
Information to crewmembers
Director on Flight
concerning operational
Crew Bulletin Operations - Yes Yes
procedures
Flight
MUST BE KNOWN
Operations
Director
Fleet Chief or
Deputy
Information to crewmembers
Executive
concerning operational
Fleet Director on Flight
procedures of a specific aircraft Yes Yes
Information Operations -
type
Flight
MUST BE KNOWN
Operations
Director
Flight Safety Flight Safety
Safety related operational matters Yes Yes
Bulletin Manager
Company All Department Company information and working
Internal Managers in process instruction to all or a Yes No
Information agreement with great amount of company

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the Accountable personnel SHOULD BE KNOWN

Manager
Depending on its urgency the following modes of publication/communication may be used
in addition:
 Mailing to a staff member's home address;
 EDP (Electronic Data Processing via software Q-Pulse), enabling all company
departments to receive or distribute information at stations where flights and/or
operations personnel have access to a terminal providing and/or accepting
information in or for central storage;
 Cockpit Briefing Folder (Briefing Room);
 NavTech teletype messages of handling agents;
 AFTN teletype messages of handling agents;
 FACSIMILE: faxed information;
 Telephone;
 Company frequency or ATS phone patch (to aircraft in flight).
2.5. Operational Control
Refer to: (AAR–OPS1 4.1)
"Supervision" addresses the direction and management of flight operational safety.
"Control" encompasses a standard of comparison, of ensuring that prescribed procedures
are being followed. Supervision of the safety of flight operations and operational control
with respect to flight safety are important aspects of quality control.
As far as "Flight Operations" are concerned (in contrary to "Ground Operations" and
"Maintenance" which both play their indispensable roles in respect to overall safety) the
Deputy Executive Director on Flight Operations - Flight Operations Director bears some
responsibility and has directive authority concerning scheduling of flights. For the conduct
of the flight the responsibility and the authority devolves on the Captain.
The Deputy Executive Director on Flight Operations - Flight Operations Director exercises
his supervisory directive power in:
 Establishing the legally required flight operational procedures and instructions, e.g.
in the Operations Manual (OM-A, OM-B, OM-D) and "additional operational
instructions".
 The Deputy Executive Director on Flight Operations - Flight Operations Director
has the editorial responsibility for the:
• OM Part A (to be carried on board the aircraft and being readily available);
• OM Part B (to be carried on board the aircraft and being readily available).
• Changes to the Operations Manual and related additional operational provisions
and regulations may be suggested to the Deputy Executive Director on Flight
Operations - Flight Operations Director by anyone and will be published under
the direction of the Deputy Executive Director on Flight Operations - Flight
Operations Director , if required, after prior co-ordination with the Authority.

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When audits are performed in his department, the Deputy Executive Director on Flight
Operations - Flight Operations Director should cooperate with the Quality Director and
immediately take care of any findings by changing the respective procedures or
techniques.
The Deputy Executive Director on Flight Operations - Flight Operations Director exercises
operational control in:
 Determining the usability of aerodromes;
 The establishment of the aerodrome operating and planning minimums;
 The approval of routes to be served and of areas to be over flown, the
establishment of minimum flight altitudes and en-route operating minimums.
Note: Where necessary, approval by the Authority for relevant procedures shall be applied for and
obtained by the responsible unit.
The responsibility for an individual flight devolves on OCC one hour before departure. For
the planned flight, Crew Planning shall ensure, aside the duties described in OM, Part A,
Chapter 1, especially:
 That a Captain has been designated and that a complete crew has been scheduled
and that they meet all relevant qualification and recent requirements;
 That, for each crewmember of the planned flight, the legal requirements concerning
flight time/rest time limitations have been and are being observed;
OCC shall ensure:
 That the aircraft has undergone all maintenance that renders the aircraft capable,
from a technical and legal point of view, to finish its tour of duty and return to home
base before a major check becomes due.
OCC also shall react in an appropriate manner to operational irregularities like:
 Crewmember changes (ex standby or by other means);
 Aircraft changes;
 Changing the aircraft's planned schedule (early departure, delay, re-routing,
cancellation of flight, diversion of flight en-route).
Once a Captain has commenced flight duty, he shall be informed of and consulted on all
questions relating to his flight, his crew and his aircraft.
Once in flight, the final authority as to the disposition of his aircraft rests with the Captain
who shall responsibly co-operate with OCC and with Maintenance, and base his decisions
on all aspects to the safety of the aircraft, its passengers, cargo and crew.
2.6. Powers of the Authority
2.6.1. Inspection Flights and Examination of Documents and
Records
Any person authorized by the AOC issuing Authority to conduct inspection flights is
permitted at any time to board the A/C and fly on the flight deck in any A/C operated under
the company's AOC unless the Captain refuses access to the flight deck if, in his opinion,
the safety of the aircraft would thereby be endangered. Scheduled training activities
requiring the use of cockpit jump seats override an inspection request.

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In order to carry an out in-flight inspection, the inspector has to inform the Deputy
Executive Director on Flight Operations - Flight Operations Director in advance and obtain
written approval, in order not to interfere with preparation and conduct of the flight and
customer service. By Law of the United Kingdom of Great Britain Inspectors are not
permitted on the flight deck inside British airspace.
In order to initiate an inspection, the inspector shall provide a valid identification card
issued by the respective Aviation Authority, introduce himself to the PIC and the crew
onboard, as well as inform the Crew on the type of the inspection to be carried out.
Any person authorized by the local National Aviation Authority shall have access to any
documents and records, which are related to flight operations or maintenance. The
company shall produce such documents and records within a reasonable period of time,
when being requested to do so by the Authority.
The Captain shall, within a reasonable time of being requested to do so by a person
authorized by an Authority, produce to that person the documentation required to be
carried on board.
2.6.2. Sterile Flight Deck Policy
Interruptions and distractions often result in omitting an action and/or deviating from
standard operating procedures. Interruptions (because of ATC communication) and
distractions (because of a cabin crew member entering the flight deck) occur frequently;
some cannot be avoided, some can be minimized or eliminated.
Cross-cockpit communication is vital for the flight crew members. Whenever a crew
member makes any adjustments or changes to any information or equipment in the
cockpit, he shall advise the other crew member before or after as appropriate and obtain
an acknowledgement (Such as clearing any alerts, changes in speed, tuning the
navigation or communication aids, flight plan modifications, and the selection of such
systems as anti-ice, etc.).
Flight crew members shall use headsets from engine start to top of climb and from top of
descent until the aeroplane is parked to minimize or eliminate noise distractions. In all
other flight phases they can use either headsets or mikes depending on their choices.
Cabin crew members may hesitate to report technical occurrences to the flight crew. To
overcome this reluctance, implementation and interpretation of the sterile cockpit rule are
explained during the cabin crew CRM training, and shall be mentioned by the Captain
during the crew pre-flight briefing.
Below 10,000 feet (can be increased by the Captain`s decision depending on the condition
such as flight operation over high terrain, high traffic flow within the terminal area or etc.);
reading documentation not related to proper conduct of the flight, eating meals, non-
flightrelated radio calls such as company calls, non-essential conversation within the
cockpit or between cockpit crews and cabin crews, passenger announcements from the
cockpit nonessential head-down works such as programming CDU/MCDU chart review
shall be avoided.
2.6.3. Preservation and Production of Flight Data and Voice
Recorder Recordings
Following an accident or an incident that is subject to mandatory reporting, with an aircraft
which is equipped with a flight data recorder and/or a cockpit voice recorder, the company

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shall, to the extent possible, preserve the original recorded data pertaining to that accident
for a period of 60 days unless otherwise directed by the investigating Authority.
In addition, the Authority may direct the company to preserve original recorded data for a
period of 60 days unless otherwise directed by the investigating authority.
The company is obliged to produce, within a reasonable time after being requested to do
so by the Authority, any recordings, which is available or has been preserved.
According to AZAL´s requirements addressing the use of flight data recorders (FDR) and
cockpit voice recorders (CVR) the Flight Crew has to ensure the:
 FDR is never intentionally switched off;
 CVR is never intentionally switched off,
unless required to preserve cockpit voice data after an accident or serious incident.
For FODA Refer to: (SMS manual).
2.6.4. Use of Recordings
The cockpit voice recorder recordings may 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 crewmembers concerned.
The flight data recorder recordings may not be used for purposes other than for the
investigation of an accident or incident subject to mandatory reporting, except when such
records are:
 Used by the operator for airworthiness or maintenance purposes only; or
 De-identified; or
 Disclosed under secure procedures.
2.7. Safety Assessment of Foreign Aircraft (SAFA)
This section is prepared to provide an explanatory information to the flight crew of AZAL.
The more we understand why SAFA is performed the more we integrate ourselves to the
SAFETY LOOP. Here you will find a background why SAFA is established and how the
system works. It is recommended to use SAFA checklist before the flight
2.7.1. The Background
The Chicago Convention, signed in 1944 established the International Civil Aviation
Organisation (ICAO) and provided the framework for the development of international civil
aviation. The primary obligation on signatories to the Convention is to oversee the safety
of air operations by entities under their jurisdiction and to ensure that they meet the
Standards and Recommended Practices (SARPs) established by ICAO.
During the last ten years, globalisation has had an impact on air transport as well as on
many other areas. There are also increasingly intense economic, political, environmental
and other pressures on civil aviation policy, particularly at the national and regional levels.
The system has become increasingly complex and the maintenance of a high level of
safety requires more and more human, technological and financial resources. Information
available to ICAO shows that a significant number of Contracting States have experienced
major difficulties in carrying out their safety oversight functions. These factors have
increased the need for each State to be able to maintain confidence in the safety oversight

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provided by other States in discharging their responsibilities under the Chicago

Convention.
In 1996, ICAO launched a voluntary programme of safety assessment of national aviation
authorities of its member States. This was replaced in 1998 by a universal safety oversight
audit programme (USOAP) adopted by ICAO Assembly Resolution A32-11. Under
USOAP, ICAO carries out regular, mandatory, systematic and harmonized safety audits of
all its member States. These audits commenced in 1999 and cover the field of
airworthiness/operations of aircraft as well as personnel licensing. They are designed to
determine the level of implementation by States of the critical elements of a safety
oversight system and of relevant ICAO SARPs, associated procedures, guidance material
and safety related practices. In a companion move, the European Civil Aviation
Conference (ECAC) launched in 1996 its own programme of Safety Assessment of
Foreign Aircraft programme (SAFA) as a complement to the ICAO audits. The two
programmes are linked through a Memorandum of Understanding between ICAO and
ECAC.
The SAFA programme is not intended to replace or take over from the States of
Registry/Operator their respective responsibilities for safety oversight. Experience shows
that, although limited in their scope and depth, SAFA inspections give a general indication
of the safety of foreign operators. Inspections also contribute to the safe operation of the
particular aircraft, which has been inspected, as operators usually take prompt measures
to correct discrepancies identified by SAFA inspections.
An additional benefit of the programme is that it provides the opportunity for the Aviation
Authorities of the inspecting State and the State of the Operator or the State of Registry to
co-operate in resolving specific safety-related problems. The programme is also helpful to
ECAC States by providing them with a tool to alert each other of cases of significant safety
problems involving particular foreign aircraft or operator, to share and analyse information,
to identify generic safety challenges and to develop and implement adequate measures to
tackle them.
The SAFA Programme has its place in the safety chain and, therefore, provides a valuable
contribution to aviation safety in general.
2.7.2. Main Features of the SAFA Program
The main features of the SAFA Program are:
 Its application by all 41 ECAC Member States (1), including the sharing of
information through a centralised database
 Its bottom-up approach: the Programme is built around ramp inspections of aircraft
 Its non-discriminatory nature-SAFA applies equally to aircraft from ECAC and non-
ECAC States
 Its close relationship with the ICAO Universal Safety Oversight Audit Programme.
The principles of the Programme are simple: in each ECAC State, foreign aircraft
(ECAC or non-ECAC) can be subject to a ramp inspection, chiefly concerned with
the aircraft documents and manuals, flight crew licenses, the apparent condition of
the aircraft and the presence and condition of mandatory cabin safety equipment.
The references for these inspections are contained in the Standards of ICAO
Annexes 1 (Personnel Licensing), 6 (Operations of Aircraft) and 8 (Airworthiness of
Aircraft).

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These checks are carried out in accordance with a procedure, which is common to all
ECAC Member States. Their outcome are then the subject of reports, which also follow a
common format. In the case of significant irregularities, the operator and the appropriate
Aviation Authority (State of Operator or Registry) are contacted in order to arrive at
corrective measures to be taken not only with regard to the aircraft inspected but also with
regard to other aircraft which could be concerned in the case of an irregularity which is of a
generic nature. All data from the reports, as well as supplementary information (for
example a list of actions undertaken and finalised following an inspection) are centralised
in a computerised database set up by the EASA, the Associated Body of ECAC.
2.7.3. Integration of the Program in the overall Aviation Safety
Chain
Based on the SAFA inspections performed over the last few years, experience shows that
these give a general indication of the safety of foreign operators. However, this indication
is limited in the sense that no full picture is obtained about the safety of that particular
aircraft or operator. This is due to the fact that certain aspects are difficult to assess during
an inspection (e.g. Crew Resource Management), the limited time available to perform an
inspection, and the limited depth of inspection.
A full assessment of a particular aircraft or operator can only be obtained through the
continuous oversight by the responsible Aviation Authority (State of Operator or State of
Registry).
Note: Participating States are Azerbaijan, Albania, Austria, Armenia, Belgium, Bosnia and Herzegovina,
Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary,
Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Moldova, Monaco, Netherlands, Norway,
Poland, Portugal, Romania, Serbia and Montenegro, Slovakia, Slovenia, Spain, Sweden, Switzerland, The
former Yugoslav Republic of Macedonia, Turkey, Ukraine, United Kingdom.
Nonetheless, the information gained through the SAFA Programme is useful and SAFA
inspections contribute to the safe operation of the particular aircraft which has been
inspected. The central database is particularly useful as it contributes to a rapid flow of
information to the States participating in the SAFA Programme. Information from all
inspections performed is shared, thus contributing to a more complete picture abut a
certain aircraft, aircraft type or operator.
2.7.4. Evolution of the SAFA Program in Recent Years
In 2004, some events influenced significantly the development of the programme beyond
the regular improvements which were brought into it on an annual basis through lessons
learnt from its implementation. This with the aim to make a better use of the potential
offered by the programme.
In early 2004, ECAC Directors General of Civil Aviation approved an extensive set of
measures to improve the SAFA programme along the following main axes: mutual
alarming and information sharing between member States; quality of performing the
inspections and reporting to the database; increased public disclosure of SAFA information
(how best to implement this measure is still under consideration); and increased
participation from member States.
Procedures, bringing into operation some of these measures have been developed and
implemented (e. g. in the area of mutual alerting and information sharing between member
States) and work continues on the development and implementation of the other ones.

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Besides, the European Commission has proposed to the European Union Council and to
the European Parliament a “Directive on the safety of third countries aircraft using
Community airports”. In April 2004, this Directive was adopted by the European Parliament
and the Council. The Directive provides a legal basis for the performance by EU Member
States of ramp checks on non-EU aircraft. Although there are many common elements
between the SAFA Programme and the Directive, there are also some important
differences.
Work has been initiated, in close co-operation with the European Commission to assess
the impact of the Directive on the SAFA Programme. Its adjustment will be needed in order
to allow EU Member States, through their participation in the SAFA Programme, to meet
their EU obligations.
Finally, the operational elements of the SAFA Programme are currently implemented by
the Central JAA on behalf of ECAC. With the establishment of the European Aviation
Safety Agency (EASA), a number of key activities of Central JAA were transferred to
EASA in 2004 and this process will continue until the majority of activities are transferred.
Consequently, the JAA Headquarters is being downsized. Consideration is being given to
best suited arrangements required for the continuation of the SAFA Programme, including
management and operation of its database, on a pan-European scale.
2.7.5. Central SAFA Database
In 2000, the SAFA database became fully operational. Subsequently, a major adaptation
was implemented in 2002 enhancing its “user-friendliness” and data retrieval function.
In 2004 a further enhancement was implemented which includes, amongst others, a
(restricted) access of the database via Internet. The database contains the reports of the
ramp inspections performed by ECAC States. Although it is managed and maintained by
the JAA, the inclusion of reports in the database remains a responsibility of the individual
National Aviation Authorities (NAA) of ECAC Member States. Data contained in the
database is considered confidential in the sense that it is only shared with other ECAC
Member States and is not available to the general public. The database can be accessed
by the National Aviation Authorities of ECAC Member States via the (secured) Internet.
With a few exceptions all ECAC National Aviation Authorities have access to the database.
Therefore, the number of reports contained in the database reflects the actual number of
inspections carried out.
2.7.6. Items to be Inspected during SAFA
The SAFA inspector according to time available bases will apply a checklist consisting of
54 questions related with SAFA. The classification of findings will be as listed below:
cat. 1 = category 1 (minor) finding
cat. 2 = category 2 (significant) finding
cat. 3 = category 3 (major) finding
The inspection checklist consists of four major parts:
 Part A concerns items to be inspected in the flight deck of the aircraft.
 Part B of the checklist concerns items to be checked in the (passenger) cabin, and
mainly consists of safety equipment.

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 Part C relates to the general technical condition of the aircraft which needs to be
verified during a walk around check.
 Part D checklist items concern the cargo compartment of the aircraft and the cargo
carried.
Any general findings not covered by Parts A, B, C or D can be administered under Part E
(general) of the checklist.
When considering the findings established during a SAFA inspection, Category 2
(significant) and Category 3 (major) findings require the highest attention when it
comes to the need for rectification.
2.7.6.1. Inspection Item Description
Table 10.
A01 General Condition
A. FLIGHT DECK/
A02 Emergency Exit
GENERAL
A03 Equipment
A05 Checklists
A06 Radio Navigation Charts
A07 Minimum Equipment List
Documentation A08 Certificate of registration
A04 Manuals A09 Noise certificate (where applicable)
A10 AOC or equivalent
A11 Radio licence
A12 Certificate of Airworthiness
A13 Flight Preparation
Flight Data
A14 Weight and balance sheet
A15 Hand fire extinguishers
A16 Life jackets / flotation device
Safety Equipment A17 Harness
A18 Oxygen equipment
A19 Flash Light
A20 Flight crew licence Journey Log Book /Technical Log or
equivalent
A21 Journey Log Book, or equivalent
Flight Crew A22 Maintenance release
A23 Defect notification and rectification (incl. Tech Log)
A24 Preflight inspection
B01 General Internal Condition
B02 Cabin Attendant’s station and crew rest area
B03 First Aid Kit/ Emergency medical kit
B04 Hand fire extinguishers
B05 Life jackets / Flotation devices
B. SAFETY / CABIN
B06 Seat belts
B07 Emergency exit, lighting and marking, torches
B08 Slides /Life-Rafts (as required)
B09 Oxygen Supply (Cabin Crew and Passengers)
B10 Safety Instructions

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B11 Cabin crew members

B12 Access to emergency exits
B13 Safety of passenger baggage’s
B14 Seat capacity
C01 General external condition
C02 Doors and hatches
C03 Flight controls
C04 Wheels, tyres and brakes
C05 Undercarriage
C. AIRCRAFT C06 Wheel well
CONDITION C07 Powerplant and pylon
C08 Fan blades
C09 Propellers
C10 Obvious repairs
C11 Obvious unrepaired damage
C12 Leakage
D01 General condition of cargo compartment
D. CARGO D02 Dangerous Goods
D03 Safety of cargo on board
E. GENERAL E01 General
2.7.7. Action Taken after Ramp Inspections
Based on the category, number and nature of the findings, several actions may be taken.
If the findings indicate that the safety of the aircraft and its occupants is impaired,
corrective actions will be required. Normally the aircraft Captain will be asked to address
the serious deficiencies which are brought to his attention. In rare cases, where inspectors
have reason to believe that the aircraft Captain does not intend to take the necessary
measures on the deficiencies reported to him, they will formally ground the aircraft. The
formal act of grounding by the State of Inspection means that the aircraft is banned from
further flights until appropriate corrective measures are taken.
In 2004, the following examples of events led to the grounding of aircraft: no MEL onboard
but aircraft had outstanding technical deficiencies, very poor technical condition of aircraft,
no maintenance release issued, heavy corrosion, evidence that mandatory Airworthiness
Directives (AD’s) were not embodied, no emergency lights to indicate emergency exits,
improper repairs, heavy leakages, improper cargo loading, no up-to-date navigation
documentation, and tyres worn out beyond limits.
Another type of action is called “corrective actions before flight authorised”. Before the
aircraft is allowed to resume its flight, corrective action is required to rectify any
deficiencies which have been identified.
In other cases, the aircraft may depart under operational restrictions. An example of such
a restriction would be the case where there is a deficiency regarding passenger seats.
Operation of the aircraft is possible under the condition that the deficient seats are not
occupied by any passengers.
It is standard practice that the aircraft Captain of the aircraft which has just been inspected
is debriefed about the findings. In addition, Category 2 and Category 3 findings are

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communicated to the responsible Aviation Authority and the home base of the operator
with the request to take appropriate action to prevent reoccurrence.
In some cases, when the findings on an aircraft are considered important, individual
Member States may decide to revoke the entry permit of that aircraft. This means
that the particular aircraft is no longer allowed to land at airports or fly in the
airspace of that State. Such a ban can be lifted if the operator of the aircraft proves
that the problems have been properly corrected. Such entry permit repercussions
can therefore be, and usually are, of a temporary character.

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Quality System Date: 28-Dec-19
3. Quality System
3.1. Introduction
This Chapter is an except of the company's Quality Manual only and serves as
information/instruction to employees below the management/post holder level in order to
remind every employee during his turn of duty that a Quality System is in progress within
the company.
The purpose of the Quality System installed is to monitor the compliance with, and
adequacy of procedures required to ensure safe operational practices, airworthy aircraft
and customer satisfaction. This includes the continued compliance with AAR-OPS1 and
any other requirements specified by law or the authority.
The compliance monitoring system includes a feedback system to the President of Air
Company AZAL to ensure corrective actions as necessary.
The aim of the Quality System is to avoid mistakes, improve the working process and last
but not least to satisfy our customers without infringement of any law or regulation.
The Quality System, including the regularly performed audits and inspections, is not meant
to blame someone in his turn of duty, but it should instead:
 Include all company departments in the quality improvement process;
 Aim to reach quality not only by inspections or corrections;
 Improve communication between and within departments;
 Reduce the interconnecting problems; and
 Improve the quality awareness in the "supplier – customer" relationship.
3.1.1. Terminology
The following terms and definitions are derived from the ISO (International Standards
Organisation) vocabulary definitions and the JARs.
Quality: The totality of features and characteristics of a product or service that bear on its
ability to satisfy stated or implied needs.
Quality System: The (documented) organizational structure, responsibilities, procedures
and resources for implementing and maintaining quality management.
Quality Policy: The overall quality intentions and direction of AZAL in regard to quality, as
formally expressed by the President of Air Company AZAL.
Quality Management: The management responsible for the overall function that
determines and implements the quality policy.
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 Control: The operational techniques and activities that are used to fulfil
requirements for quality.
Quality Evaluation: An evaluation is an independent review of company policies,
procedures, and systems. The evaluation process builds on the concept of audit and
inspection.

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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 Assurance: All those planned and systematic actions necessary to provide
adequate confidence that operational and maintenance practices satisfy given
requirements for quality. Quality Assurance includes all systematic measures needed in
order to ensure that a company is well planned, organized, operated, maintained,
developed and supported in accordance with Authority regulations and the operator's own
additional requirements. Flight safety and its development is an interaction between the
Authority and the operator. The Authority has the responsibility for regulation, surveillance
and analysis, whereas the operator has the operational responsibility ensuring that flight
safety and operational standards are adhered to.
Quality Management: The management that is responsible for the overall function and for
implementing the quality policy.
Quality Director: The director who is acceptable to the Authority and responsible for the
management of the Quality System, the monitoring function and requesting corrective or
preventive actions.
Annual Audit Plan (Audit Schedule): A schedule of audits to be carried out by the
Quality Department at any department of the organization. AAP is prepared in December
every year for the next year and can be separate pages showing each different
department or organization’s audit on each page. (For example: “Annual Internal Audit
Calendar of Technical Dept”, “Annual Supplier Audit Calendar of Ground Operations
Dept”, etc.)
Quality Surveillance: The continuing monitoring and verification of the status of
procedures, methods, conditions, processes, products and services, and analysis of
records in relation to stated references to ensure that specified requirements for quality are
met.
Quality Audit: Quality audit is a systematic, and independent comparison of the way in
which an operation is being conducted against the way in which the published operational
procedures say it should be conducted.
Internal Audit: An internal audit is the audit in which AZAL quality auditors audit a AZAL
department.
External Audit: An external audit is the audit in which the AZAL quality auditors audit the
aircraft parts/ materials/maintenance or any service supplier of AZAL.
Random Audit: A random audit is an internal or an external audit, which is not scheduled
in the Annual Audit Plan. However, if any non-conformance or irregularity is observed at
any time in AZAL or the organizations/companies supporting AZAL a “Random Audit
Report” is issued by the Quality Department for this non-conformance as if a quality audit
has been performed.
Non-conformance (NC): Any difference found or observed during any type of the quality
audits between the operation/process/work or the way of performance is being conducted
against the way in which the published operational procedures say it should be conducted.
Non-Conformance Report (NCR): A standard form used to claim a non conformance
found during an audit. NCRs are ONLY prepared/issued by the Quality Department. Each
NCR is written for only ONE non conformance.

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Auditor: A dedicated person of AZAL who has relevant operational and/or maintenance
experience and performs/conducts the audits under the supervision of the Quality Director.
Lead Auditor: The leader of the audit team, if more than one auditor are on duty.
Quality Schedule: The Quality Director shall prepare and maintain an audit schedule. The
schedule should be flexible as to allow scheduled audits when negative trends are
identified of follow-up audits to be schedule to verify that corrective actions have been
carried out and are effective. According AAR-OPS1 / SCAA requirements all aspects of
the operation as detailed in Quality Manual volum-1 chapter 3.2.2.1 must be reviewed
within a period of 12 moths. The frequency of audits may be increased by the company
any time but for a decrease of the audit frequency, e.g. to review the operations within a
maximum permissible period 24 months, prior approval from the Authority is required.
3.1.2. Quality Manual
The Quality Manual describes in detail the company's Quality Principles, the purpose of
the Quality System, the Quality Organization and the quality related duties and
responsibilities of the management personnel. Included are instructions for the quality-
related training for personnel engaged in quality duties and the performance of audits. This
Chapter contains information and instructions for flight operations personnel only. The
Quality Manual is available on request to any employee.
3.1.3. Quality Management
All activities of the overall management function that determine the Quality Policy,
objectives and responsibilities and implement them by means of quality planning, quality
control, quality assurance and quality improvement within the Quality System.
Management review
Management Review is a mandatory element of the quality system standard. The aim is
to assess the effectiveness of the system, its continuous suitability to meet quality
objectives and address the operational health
The management has received specific quality related training to perform the following
tasks:
 Implementation and control of the Quality System in the department of
responsibility;
 Define precisely the duties including responsibilities and priorities;
 Control the accurate and punctual performance of the day to day operations;
 Ensure the internal and external exchange of information; and
 Control the performed tasks with regard to quality. The attitude and behaviour of the
management has a profound effect on employees. If the management, for any
reason, is willing to accept a lower standard, then the lower standard can easily
become the norm. Employees shall never be tempted or pressured into lowering
their margins of safety by "cutting corners" as a gesture of loyalty to the company or
on self-interest in retaining their jobs.
The motivation and identification of employees with the company is promoted by good
leadership and management-by-objectives. It is most important that the supervisory staff
convey to each individual the impression that his co-operation within the company team is
essential, that his opinion is asked for and that his ideas and suggestions are valuable.

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Auditors with specific training shall perform audits/inspections according to a prescribed,

Authority approved, audit plan to ensure that the Quality System is effective.
Auditors have received a comprehensive training to perform:
 System Audits, which is an systematic and independent comparison of the way in
which an operation is being conducted against the way in which the published
operational procedures say it should be conducted; and
 Product Audits, where a specific product/working process will be compared with a
prescribed standard.
If not regulated during the day-to-day operation, the audits are intended to improve:
 The day-to-day duty performance;
 The quality of the work;
 The efficiency of the work;
 The time effectiveness of the work;
 The effectiveness of work exchange, and by all that:
• Reducing the costs of the operation without neglecting safety!
3.2. Quality Policy
Customer satisfaction is a one of highest priorities for AZAL and Quality system within
company is to achieve and maintain high standards in all operational areas. Safety is a
way how company organized and endless seeking for improvement.
Being always customer oriented company AZAL makes all efforts to stay reliable, trusted
and respected.
Being compliant with national and international regulations AZAL keeps operations
standardized and effective. AZAL cooperated only with trusted and proven providers .
Periodical audits and inspections is a way how AZAL quality assurance and control is
maintained.
Quality is therefore both, a moral obligation and a practical necessity to meet these
justifiable expectations. The result of all quality activities is in consideration of a cost-
effective operation and without infringement of safety that the customer is returning with a
new order instead of complaints.
The responsibility for the quality lies on every single employee and initiative comes from
the - Executive Director of Company/Accountable Manager. All management staff is
responsible to control activities in accordance with quality principles within their
departments and sections and are responsible to get feedback from every employee,
deliver it to Accountable Manager and Quality Director , to make Quality System more
efficient .
Azal is committed in providing all employees and customers with a safe, secure and
healthy environment. Quality and safety management system of AZAL is based on
continuous monitoring and analysis of key performance indicators oriented for customers’
satisfaction.
To this end AZAL will implement and maintain a Quality System, which complies fully with
the requirements of Azerbaijan State Civil Aviation Authority and will therefore ensure that
all flights are handled and operated by airworthy aircraft and in accordance with safe

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operational practices. Never ending improvement is a way how AZAL follows existing
regulatory requirements, customer needs and will always keep same principle in future.
3.3. Quality System Organisation

The Quality System including the Quality Assurance is an independent system, which is
handled by the Quality Director who is appointed and reports to the Acc. Manager.
The Quality Structure consists of:
 Quality Director;
 Quality Assurance Managers
 Section heads
 Quality auditors/ inspectors
Accountable
Manager
Quality
Director
Quality
Assurance
Managers
Auditors
The task of the Quality Director is to implement, and if required, to amend the company's
Quality System and the Quality Manual after agreement of VP/Executive and/or, where
required, the post holders as well as the approval of the Authority.
The Quality Director may assign, in co-operation VP/Executive and/or the post holders,
specific personnel to perform quality assurance tasks in their departments such as
inspections or record collection. Post holders shall co-operate with the Quality Director
when findings are recorded during audits/inspections or when noticed by any employee
during the day-to-day operation. When changing procedures or implementing instructions,
adherence to “Quality Manual - Documentation Control” is imperative.
Auditors from within the company may not perform audits within the department they are
working with.

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3.4. Structure of the Company Manuals

Document Pyramid:
CM
Organizational Operational Manufacture

Manuals Manuals Manuals
SMS, QM, ERP OMs, CAME, AMM, AOM

CCH-A,B,C, AFM, FCOM
GOM, COM, etc.
SM, DIAIM,
JPM, EFB,
LSOMs etc.
WO, JD, FORMS,

TEMPLATES
*Corporate Manual *Emergency Response Manual

*Operational Manual-A *Continuing Airworthiness Management
Exposition
*Operations Manual-B (Customized
manuals for AZAL provided by *Security Manual
manufactures are used for flight *De-Icing/Anti-Icing Manual
operations)
*Joint Procedure Manual
*Operational Manual-C
*Electronic Flight Bag Manual
*Operational Manual-D
*Local Stations Operational Manuals
*Cabin Crew Handbook-A
*Work Orders
*Cabin Crew Handbook-B
*Job Descriptions
*Cabin Crew Handbook-C
*Aircraft Maintenance Manual
*Ground Operations Manual
*Aircraft Flight Manual
*Cargo Operations Manual
*Aircraft Operation Manual
*Safety Management System
*Flight Crew Operation Manual
*Quality Manual
A description of the company’s documentation organisation and structure is published in
the Corporate Manual. Its contents there is of a rather global nature providing orientation

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internally and advertisement externally. The Corporate Manual is applicable to all

departments of AZAL.
Documented processes and procedures support the Corporate Manual in detailing the
company’s policies and translating them to a working level system. The Quality Manual
(QM), the Operations Manuals (OM), Ground Operations Manual (GOM), Cargo
Operations Manual (COM), Continues Airworthiness Management Exposition (CAME) and
the Emergency Response Plan (ERP) are describing the key processes of AZAL. Together
with various other Administrative Directives (AD) and Administrative Procedures (AP) they
construct a system of comprehensive instructions coordinating the work of interrelated
departments. These documents are in general of a confidential nature. They are available
for all concerned employees. For certain documents the access may be restricted to the
management.
Tier 3 documents purpose is generally to serve the instruction and training of employees.
At this level Work Orders, Job Descriptions, Forms, Templates are located. The above
mentioned list is not exhaustive but should serve as a guideline as to what is located in
this level of documentation.
3.5. Quality Related Duties and Responsibilities
The company is expecting the following behaviour from personnel other than the
management:
A part of the Quality System is to achieve a "Corporate Identity". Therefore employees
must be aware that they are always representatives of the company and that people will
identify their appearance with the company. The image of the company depends largely on
the behaviour of every employee. Talks about confidential company subjects are
prohibited in public or with employees of other operators. Never make negative statements
about the company or discuss company matters with people other than those of the
company. Politeness and kindness should be the outstanding characteristic of every
employee. To make Quality alive, in addition to these general rules, it is of utmost
importance that every employee performs his duty in compliance with the "supplier and
recipient"-rule: Give the best – receive the best. Deliver and receive not only politeness but
also correct and complete services, which must be in accordance with the law and
regulations as laid down in the Operation Manuals. Especially in situations where time
pressure is a factor both, the supplier and the recipient, must ensure that the
delivered/received tasks are correct and complete.
The Quality System is a base for quality but not a guarantee unless every employee is
quality minded. An employee must not wait for an audit or inspection but must produce
quality by himself and any time when on duty.
Weakness in the system, regulations and/or instructions in the Operation Manuals which
are not conform with the daily routine work or missing regulations/instructions, when
deemed necessary, should be brought to the attention of the management.
Personal identification with the company is a very important point to produce quality. If this,
for some reasons, cannot be achieved the employee should bring this to the attention of
his supervisor or the management.
3.6. Quality Related Training
The company will give every employee an introduction about the Quality Philosophy, the
Organizational Structure of the Quality System installed and the expectations of the

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company from the personnel. Emphasis will be put on the feedback system to enhance the
development of the system.
Every employee must participate on the regularly offered Quality Refresher Training to
improve, in regard to quality, his behaviour and the work process at his duty place and
being up-to-date with the company's quality activities.
3.7. Feedback System
The Feedback System shall enable every employee to enter recommendations for
improvement or complaints into the Quality System.

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Crew Composition Date: 28-Dec-19
4. Crew Composition
4.1. Method For Determining Crew Composition
4.1.1. Flight Crew
In consideration of possible more stringent national regulations, according AAR-FCL 1 a
pilot who has attained the age of 60 years may operate as a pilot of an aircraft at AZAL if:
 he has attained age 64 years+365 days and
 such holder is the only pilot in the flight crew who has attained age 60.
4.1.2. Flight Crew Composition General Requirements
The Crew consists of the following Crew Members:
 Pilots, Navigators and Flight Engineers who conduct the flight by operating the
aircraft and aircraft systems are designated as Flight Crew; and
 Cabin crewmembers that provide the service and insure safety for the passengers
are designated as Cabin Crew.
For each flight the company shall schedule a qualified Captain as Pilot-in-Command (PIC)
and one other pilot at least qualified as First Officer (FO).
A Captain may act as FO when he is qualified to operate in the right pilot’s seat.
In addition, when scheduling or before conducting a flight, it must be ensured that crew
composition is according to the following:
 For all flights the number and the composition of the crew at designated crew
stations must be both in compliance with, and no less than the minimum specified,
in the Airplane Flight Manual (AFM).
4.1.2.1. Composite flights
AZAL accept composite flight crew based on agreement between companies. Alien
pilot should pass appropriate assessment of knowledge of AZAL procedures , manuals ,
emergency and operational procedures. If necessary appropriate training should be
provided. Pilot shall comply AAR OPS requirement , keep CLASS 1 medical certificate
and appropriate pilot license with appropriate type rating. Other requirements
(dangerous goods certificate, ICAO English proficiency level e.t.c ) must be in accordance
with AZAL requirements .
4.1.3. Minimum Flight Crew for Company Aircraft
Company Aircraft:
Aircraft Type Min. Flight Crew
B757/767/787 2
A319/320/340 2
EMBRAER 170/190 2
G550/650 2
The minimum flight crew maybe augmented depending on the duration of the flight. The
Company, as a matter of policy, will crew the flights of its aircraft in the following manner:

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 One Captain holding a valid Azerbaijan ATPL License endorsed for the type of
aircraft (or appropriate validation of a foreign pilot license by the Government of
Azerbaijan).
 One Co-pilot holding a valid Azerbaijan Commercial Pilots License (or ATPL)
endorsed for the type of aircraft and a valid instrument rating (or appropriate
validation of a foreign pilot license by the Government of Azerbaijan).
Notwithstanding the above, on certain flights extra crew may be carried if considered
necessary by the VPFO.
4.1.4. Crew Composition related to Area and Type of Operation
A flight shall include additional crewmembers when required by the type of operation, e.g.
for flights with:
 Extended duty times;
 A high number of landings; or
 A high workload.
4.1.4.1. Enlarged Crew
Currently AZAL does not operate on routes requiring the use of an enlarged crew. Should
it become necessary the FOD will nominate respective Flight Crew and authorise this kind
of operation. For this case the following restrictions shall apply:
 The change of active crew members shall be entered in the Journey Log;
 A Captain flying in the right seat, but not being checked out in the right seat, shall
not act as PF during takeoff and landing;
 Having received the respective training, an additional First Officer may release the
Captain during cruise only, but not below FL 200.
4.1.4.2. Inexperienced Flight Crew
Refer to: (AAR-OPS1 12.1 (a) , 12.3 (4))
No inexperienced flight crew shall be scheduled together for flight duty. A flight crew
member is considered inexperienced, following completion of a type rating or command
course and the associated line flying under supervision, until he has achieved on the type
either:
 100 hrs and 10 sectors within a period of 120 consecutive days; or
 150 hrs and 20 sectors without a time limit.
The Authority may accept a lesser number of flying hours or sectors when:
 An operator introduces a new aircraft type;
 A Flight crew member has previously completed a type conversion course with
AZAL;
The crew planning software (Meridian and Sofi Programs) is used by Crew Planning.
Provides unique symbols for PIC and First Officer’s flight experience. Flight hour and
Experience Limitations are entered into system.
In addition the crew planners monitor regarded flight crews flight experience manually.

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4.1.4.3. Crew Composition during Line Checks

(AAR-OPS1 12.9C)
Line checks will normally be performed with a complete crew in the pilot’s seats and a
Training Captain in the jump seat in order to finalize the flight or series of flights with a
complete crew after a possible failure of one crewmember’s check. Each pilot performing
one sector as pilot flying and on another sector as pilot non-flying.
If the personnel situation dictates the check may be performed with just the Trainee and
the Training Captain in the pilot’s seats, but this should than be a series of flights of not
more than two legs.
4.1.5. Designation of Position and Change of Command
Normally the designation of the crews position will be documented on the crew-scheduling
sheet. A change of command during flight, if for any reason necessary, must be reported
to OCC immediately and entered into the Flight Log.
4.1.6. Cockpit Crew with two Captains
If more than one flight crew member holds the qualification of Captain one shall be
designated PIC, the other(s) co-pilot(s). The flight crew member designated as Captain
(PIC) shall occupy the left seat (except for Instructors)
 If 2 Instructor Captains are flying together or during a Heavy Crew Operations, the
most senior captain is the designated PIC.
 If one instructor captain and one captain are flying together for a check or training
flight, the instructor captain is the designated PIC.
 If 2 Captains are flying together, the captain flying in the left seat is the PIC.
Note: If a captain is flying in the right seat he is only authorised to land with a right hand seat check-out.
4.1.7. Flight Crew Incapacitation
The event of a flight crew member becoming incapacitated or unable to operate shall be
considered an emergency. In the event of incapacitation of the designated PIC in the
course of the flight, command of the aircraft will be taken over by the most senior qualified
pilot. For that purpose a Captain qualified on type travelling as supernumerary crew shall
be considered to be qualified, provided that he is legal to operate in command and his
currency does not contradict regulations.
The recovery from a detected incapacitation of the PF shall follow the sequence below:
With a two-pilot crew
 The fit pilot must assume control and return the airplane to a safe flight path
 The fit pilot must take whatever steps are possible to ensure that the incapacitated
pilot cannot interfere with the handling of the airplane. This includes sliding his seat
to the full back position and restraining him with the shoulder harness. If
supernumerary persons are on board, their assistance should be requested
 The fit pilot should land the airplane as soon as practicable to ensure safety of the
occupants

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4.1.8. Chain of Command

In case of incapacitation of a flight crewmember or becoming unable to operate, the chain
of command shall be as follows:
 Captain;
 Any type qualified PIC, if on board;
 First Officer;
 Any qualified pilot, if on board;
 Cabin Trainer; Scheduled as CC
 Cabin Chief;
 Cabin Attendant.
4.1.9. Operations within RVSM Airspace
Before operating in defined areas of specific airspace both, the flight crew and the aircraft
must have the Authority approval, which requires special training for the crew and special
equipment for the aircraft. B757/767/787, A319/320/340, E170/190 and Gulfstream 550,
650 (G550/650) Aircrafts and Flight crew have the Authority approval for operations within
RVSM areas.
4.1.10. Operations in Airspace Requiring RNAV Equipment
When operating within areas where RNAV equipment is mandatory, for route sectors and
approaches, the aircraft equipment must be RNAV certified and the flight crew must prove
the required initial training and the validity of the recurrent training.
All AZAL Aircraft and Flight crew have the Authority approval for operations with RNAV
Equipment.
4.1.11. Operations to Aerodromes Categorised B or C
When operating to/from an aerodrome categorized as B or C, the Captain or, the pilot to
whom the conduct of the flight may be delegated, must have a current aerodrome
qualification or receive this qualification in accordance with OM, Part A, Chapter 5 and
OM, Part D.
In addition, an inexperienced Captain or PIC must add 100 feet to the respective
DA/DH/MDA/MDH and 300 m to the respective visibility.
Note: In this respect a Captain or PIC is inexperienced until he has achieved 100 hrs or 40 legs on type,
including supervision.
4.1.12. Cabin Crew
4.1.13. Minimum Cabin Crew Required, General
Refer to: (AAR-OPS1 4.39)
An aircraft will not be operated, when carrying one or more passengers, unless at least
one cabin crewmember is included in the crew for the purpose of performing duties in the
interests of safety of the passengers. The minimum number of cabin crew is either:
 One cabin crewmember for every 50, or fraction of 50, passenger seats installed on
the same deck of the aircraft; or

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 The number of cabin crew who actively participated during the relevant emergency
evacuation demonstration; except that:
If the maximum approved passenger seating configuration is less than the number
evacuated during the demonstration by at least 50 seats, the number of cabin crew may
be reduced by 1 for every whole multiple of 50 seats by which the maximum approved
seating configuration falls below the certified maximum capacity.
A flight shall include additional cabin crewmembers when required by the type of
operation, e.g. for flights:
 With a high number of handicapped persons;
 With deportees;
 With cabin trainees on board; or
 When required by the Authority.
4.1.13.1. Exceptions
In unforeseen circumstances outside the home base the required minimum number of
cabin crew may be reduced by one provided that:
 The approved number of passengers on board will be reduced by 50;
 The passengers are seated during takeoff and landing in a way, that a possible
evacuation can be controlled by the remaining cabin crew members; and
 A report is submitted to the Authority after completion of the flight.
Exceptions are also possible for none-revenue flights where only crewmembers of the
company are on board the aircraft.
4.1.14. Minimum Number of Cabin Crew for Company Aircraft
Aircraft Type Min. Cabin Crew
A340-500 8
B787-800 8
B767-300 6
B757-200 4
A320 4
A319 3
EMBRAER 190 3
G550/650 1
4.1.15. Senior Cabin Crew (Cabin Chief)
A Senior Cabin Crew (SCC) shall be nominated whenever more than one cabin crew
member is on board the aircraft.
The SCC shall be responsible to the Captain for the conduct and co-ordination of normal
and emergency procedures as specified in the Operations Manual.
Where required to carry more than one cabin crew member, the SCC shall have an
experience as an operating cabin crew member of at least one year.

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4.1.16. Line Instructor

During training and upgrading flights when a Trainer is on board, the Trainer will normally
be scheduled as additional cabin crewmember (ACM). When circumstances necessitate,
the trainer may be scheduled as SCC.
4.1.17. Cabin Crew Incapacitation
(AAR-OPS1 14.6 (d))
The event of a cabin crew member becoming incapacitated or unable to operate the
Captain shall be informed immediately. The most senior cabin attendant of that crew will
take over and assume the duties of senior cabin attendant.
In a serious health case the Captain must be consulted and, when necessary, he shall
declare an emergency and request a premature landing.
4.1.18. Cabin Crew Chain of Command
The chain of command within the cabin shall be as follows:
 Trainer, when on board and scheduled as SCC;
 SCC
 Cabin Attendant;
 Trainee Cabin Attendant.
4.2. Operating on more than one Type
4.2.1. Flight Crew
(AAR-OPS1 12.14.1) AAR-OPS1 12.14.1 (b) (1) – (3))
When a flight crewmember, holds the qualification to operate, in commercial air
transportation, on different types with separate license endorsements, the different types
shall not be flown within one duty period.
Crewmembers, operating in commercial air transportation on more than one type with
different license endorsements must comply with the minimum requirements of OM, Part
A, Chapter 5 before being scheduled the first time on a different type of aircraft.
All applicable recent experience requirements and recurrent checking for the different
types must be valid before conducting the flight.
4.2.2. Cabin Crew
Before being assigned to a different type or variant cabin crewmember s must have
received a difference training when the types are not similar in the following aspects:
 Emergency exit operation;
 Location and type of safety equipment; and
 Emergency procedures.

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Qualification Requirements Date: 28-Dec-19
5. Qualification Requirements
5.1. General
Details of the required licenses, rating(s), qualification/competency, experience, training,
checking and recency for operations personnel to conduct their duties are provided in the
OM, Part D Training Manual.
5.1.1. Licenses
All crewmembers shall hold an applicable valid license/certificate acceptable to the
Authority and must be suitably qualified and competent to conduct the duties assigned to
them.
The holder of a license or rating shall not exercise privileges other than those granted by
that license or rating.
A license holder shall not exercise the privileges granted by any license or rating unless
the holder maintains competency by meeting the relevant qualifications. The validity of the
licence is determined by the validity of the ratings therein and the medical certificate.
The validity of the license is determined by the validity of the ratings therein and the
medical certificate. Medical checks are made each year except for over 60 years old. Over
60 years old flight crew medical checks are made every six months.
Crewmembers, operations control center personnel and ground operations personnel have
to understand English in spoken and written words, so they are able to read, to understand
and to comply with the company manuals, although parts of the manuals may be
translated for local office personnel if necessary.
Crewmembers have to advise the company if it appears that any necessary checks or
tests are likely to expire.
The company ensures that each crewmember will perform recurrent training and checking
in time as described in this Manual.
5.1.2. Company Conversion Course
A crewmember is required to complete an operator's conversion course before
commencing unsupervised flying on commercial flights when:
 Changing the operator (initial conversion course); or
 Changing the aircraft type or upgrading on the same type (subsequent conversion
course).
The conversion training is conducted in accordance with the training programs approved
by the authorities. These programs are available in OM Part D.
The amount of training required for the conversion course can vary, taking into account the
crew member's previous training and experience.
Once a Company Conversion Course has been commenced, a flight crew member shall
not undertake flying duties on another type or class until the course is completed or
terminated.
5.1.3. Freelance Crew Member
For the time being AZAL does not employ Free Lance Crew Member.

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5.2. Flight Crew

Flight crew members are prohibited to operate a company aircraft of AZAL if not
qualified for duty in accordance with the following requirements:
5.2.1. Qualification Requirements
5.2.1.1. Line Check Pilot (PIC)
All captains scheduled for flights as a PIC are to have the following qualifications prior to
operations:
 Airline Transportation Pilot Licence;
 Hold a first class medical certificate (validation period 12 month);
 Type Rating (Related Type);
 LVP Qualification;
 Right Seat Qualification;
 Route and Aerodrome Competence Qualification;
 Be under the age of 64 years + 365 days and he is the only pilot in the flight crew
who has attained age 60.
5.2.1.2. Direct Entry Captain
For the time being AZAL employs direct entry captains.
Professional Requirements:
 Must hold a valid Airline Transport Pilot License (ATPL);
 Have successfully completed the command course;
 To be graduated from Aviation University/Academy or at least Aviation Private
School or to be retired from Azerbaijan Air Forces;
 To be citizen of Azerbaijan;
 Minimum 4500 hours flight time;
 Minimum 1000 hours as Captain;
 Not to be in status without flying more than 1 year period;
 Not to have an aircraft accidents and negative report on this subject;
 A good standard of English ICAO level 4 (Comprehension level examination is
required);
 To have a passport;
 Not to be a cockpit crew member status for another Azerbaijan Air Transportation
Company;
 To accept working 3 years period in AZAL Airlines as pilot;
Note: Foreign pilots shall get direct approval from the AZAL President for being employed in Azerbaijan
Airlines
For foreign pilots two references are required:

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 Being from his previous employer ;

 Local and foreign pilots must not have been terminated from their previous contract
for disciplinary reasons.
Personnel Requirements:
 Not to be more than 55 years old.
 Not to be less than 30 years old.
 No military service obligations.
 Not to be an alcohol or drug addict
 Not to have a criminal punishment
 To have a positive opinion in all company's captains about his behaviour that he
will act with harmony.
5.2.1.3. Requirements for Upgrading to Captain
Promotion to the rank of Captain is achieved by:
 Being assessed as suitable by the Company.
 Successfully passing the Company’s Command Training and Evaluation.
 Min age 25 years, max age 50 (older allowed up to 55 depending on demand and
decision of VPFO).
 SCAA/Validated ATPL. (Minimum 1500 hours flight time)
 Successfully passed all proficiency and line checks within last 24 months.
 Successfully passed all training checks within last 12 months provided by AZAL.
 If the second attempt for upgrade is failed he will remain in the rank of F/O or the
contract will be terminated.
 No military service obligation within 3 years.
 Fluent English with at least an ICAO level-4.
 Holding a certificate to prove completion at least 2 years of tertiary education. If
from a foreign country it must be recognized by related Azerbaijan Authorities.
Minimum Experience Requirements for Upgrading to Captain*
E170/190, B757/767/787, A320/340

Min. Flight Experience (Flight Time)
Position
Total On Type Captain
F/O 2500 (2000**) 1500 N/A
Captain 3500 N/A 1000

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Qualification Requirements Date: 26-Feb-20
From A340, B787 to B757/767, E170/190, A320

Min. Flight Experience (Flight Time)
Position
Total On Type Captain
F/O 2500 ≥500 N/A
*Final decision on upgrading to Captain depends on operational necessity and

overall proficiency assessment by the Company Senior Flight Operations
Management.
**The Pilots which act as a First Officer on Embraer 170-190 and with total flight
times 2000 hr(which 1500hr of them on current type) with agreement and
recommendation of Flight operation department director, company chief pilot and
type instructors (Embraer) may be upgraded to captain position considering
company need by taking into account pilot technical and theoretical skills.
5.2.1.3.1. Process for screening candidates for the position of PIC
1. Crew Planning section informs the Flight Operations Department the 12 month
planning capacity needs for Captains based on fleet for each type as early as
possible.
2. The flight crew members to be promoted to the captain pilot status are determined,
under the coordination of Flight Ops Department , as per the monthly planning
capacity of Training Department and in line with the need of the fleet
3. Required fleet type Chief Pilot initiate the quiz with the line operation captains for
the possible candidates determination according the FOD order.
4. Fleet type Chief pilots prepare the list of best related candidates taking in account:
-the working experience and flight hours;
-meeting the requirements of OM-A Ch.5.2.1.3;
5. Obtained list shall be presented to the first meeting Election Board which consist of
the following members:
 FOD
 Head Chief Pilot
 Fleet type Chief –pilots
 Flight Training Department representative( Fleet type instructor)
 Flight Safety Department representative
6. Appropriate candidates participate the first stage of Captain Pilot Election process:
 Psichologist opinion
 CBT test( 80% minimum)
 Simulator test*
* same conditions for all candidates
7. Command Staff Board* selects the candidates on final decision meeting based on
obtained results.
* Command Staff Board consist of:
 VP Flight OPS

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 FOD
 Safety Manager
 Training Manager
 Quality Manager
 Head Chief Pilot
 Type chief pilots
5.2.1.4. Pilot Qualification to Operate in either Seat

Pilots, whose duties require them to operate in the other seat, will complete additional
training and checking as specified in the OM, Part D.
When a Captain is operating in the RH seat, the qualification for the LH seat must remain
current. This will be demonstrated by doing proficiency check in alternating seats.
First Officer may only take the LH seat during cruise and above FL 200 (see below "in-
flight relief of Captain").
5.2.1.5. In-Flight Relief to the Captain
The Captain may delegate the conduct of flight to:
 Another qualified Pilot-in-Command, or
 For operation only above FL 200, a First Officer qualified as follows:
• A minimum type experience of 1000 hrs;
• All qualification requirements according to 5.2.1. Qualification Requirements;
• Have demonstrated, concurrent with the proficiency checks, practice of drills
and procedures which would have been the Pilot-in-Command's responsibilities;
• Route competence according to 5.2.2.11. Route and Aerodrome Competence
5.2.1.6. First Officer
All pilots scheduled for flights as a F/O shall be in possession of the following qualifications
prior to line flying operation:
 Frozen Airline Transport Pilot Licence with Multi-engine Instrument Rating;
 Fluent English with at least an ICAO level-4;
 Type Rating (related Type);
 CAT I or LVP Qualification;
 Route and Aerodrome Competence Qualification;
 Be under the age of 60 years. (exemptions by VPFO decision).
5.2.1.7. First Officer Entry Requirements
Professional Requirements:
He must have been selected following a review of his performance throughout the total
selection procedure by VPFO, Deputy Executive Director on Flight Operations - Flight
Operations Director , Chief Pilot and Type Chief (if applicable).

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This procedure shall comprise the following:

 Application for initial screening by curriculum vitae;
 Pass the Initial interview;
 A good standard of English, at least ICAO level 4 (Comprehension level
examination is required);
 Must hold a valid Azerbaijan Frozen ATPL Licence with Multi-engine Instrument
Rating or CPL/MPL (may be accepted under certain circumstances);
 Hold a valid first class medical certificate (validation period 12 month);
 To be graduated from Aviation University or Academy, or to be a retired pilot from
the Azerbaijan Air Force;
 Minimum 50 hours flight time.;
 No aircraft accident or a negative report on this subject;
 Not to be instated without flying for more than a 1 year period;
 To accept a fixed working contract for a 3 year period in AZAL as pilot;
 For foreign pilots two references are required, one being from his previous
employer;
 Local and foreign pilots must not have been terminated from their previous
contract for disciplinary reasons;
 To have a valid passport;
 Be a Citizen of Azerbaijan*;
Note: Foreign pilots shall get direct approval from the AZAL President for being employs in Azerbaijan
Airlines
Personnel requirements:
 Not older than 50 years;
 No military service obligations;
 No record of alcohol or drug abuse;
 No recorded criminal punishment;
 To have a positive reputation with all company flight crew members about his
behaviour and his CRM Skills;
The company reserves the right to employ first type rated pilots. If there is insufficient type
rated pilot, then a lower experience level may be accepted.
5.2.1.8. Pilot under Supervision
Following completion of flying training and checking as part of a conversion course or as
part of the command course when upgrading to Captain, the flight crew members have to
fly a minimum number of sectors and/or flying hours under the supervision of a TRI/TRE or
a nominated Captain. For further guidance Refer to: OM Part D
5.2.1.9. Operation on more than one Type or Variant
(AAR-OPS1 12.14.1(b-d))

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Before a flight crewmember exercises the privileges of 2 license endorsements for the
purposes of commercial air transportation he must have satisfied the following:
 Two consecutive operator proficiency checks have been completed;
 A total of 500 hrs have been flown in commercial air transport in the relevant crew
position within AZAL; and
Before commencing training on another type or variant, the flight crewmember must have
a flying experience on the base aircraft of:
 3 months and 150 hrs, which must include at least one proficiency check.
In the case of a pilot having experience with an operator and exercising the privileges of 2
license endorsements and then being promoted to Captain within AZAL on one of those
types, the required minimum experience before again being eligible to exercise 2 license
endorsements is:
 6 months and 300 hrs minimum experience as Captain;
 Two consecutive operator proficiency checks must have been completed.
The amount of line flying under supervision depends on the background of the pilot and is
detailed in OM Part D. After completion of the line evaluation on the new type, 50 hrs flying
or 20 sectors must have been achieved solely on the new aircraft type.
When operating on more than one type or variant the following limitation apply:
 Not more than three turbo-propeller aircraft types or variants; or
 One turbo-propeller aircraft type or variant and any aircraft within a particular
class.
 A flight crew member does not operate more than two aircraft types or variants for
which a separate licence endorsement is required; and
 The minimum flight crew complement is 2 pilots on each type;
 Aircraft with separate license endorsements are not flown in one duty period;
 The recent experience requirements, the company proficiency check, the
emergency and safety equipment checking and the line evaluation must be valid for
each aircraft type.
When a flight crewmember operates both helicopter and aircraft he is limited to one type of
each when conducting commercial flights.
5.2.2. Qualifications
5.2.2.1. Command Course
Pilots joining the company as Captain, or F/O being upgraded shall, before being
nominated as Captain, receive a Command Course. This course consists of a theoretical
and a practical part. Before commencing unsupervised line flying as Captain, the Pilot's
ability to act as Captain shall be verified during all scheduled training and must satisfy the
company standards.
After this course:
 the Captain with previous CAT II/III experience will have a pilot minimum of
CATII/III when 50 hours or 20 legs have been achieved on type, including LFUS

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 The Captain with no LVO experienced will have a minimum CAT I

For detailed information Refer to: OM Part D.
5.2.2.2. Type Rating
The holder of a pilot license shall not act in any capacity as a pilot, except as a pilot
undergoing skill testing or dual training, unless he has a valid and appropriate type rating
endorsement.
Requirements for Type Rating B757-200, B767, B787, A319/320/340 and E170/190:
Minimum flight experience on preceding types as a pilot
Time on type / total
Position Category or Type
(hours)
From Cessna to B757/767, A319/320,
Pilot MPL/CPL-licence Student flight hours
E170/190
Captain From all types to B787, A340 1000
F/O From all types to B787, A340 800
Captain From all types to all types except B787, A340 N/A
From all types to E170/190, A319/320,
F/O N/A
B757/767
A flight crewmember completes a Type Rating Course, when changing from one type of
aircraft to another type for which a different type rating is required, which consists of:
 A ground school course covering aircraft systems, normal, abnormal and
emergency procedures, limitations, performance and weight and balance; and
 The aircraft/simulator training and checking.
A flight crewmember shall complete:
 Differences training, which requires additional knowledge and training on an
appropriate training device when operating another variant of an aircraft of the
same type or another type of the same class currently operated; or
 When changing equipment and/or procedures on types or variants currently
operated.
 Familiarization training, which requires the acquisition of additional knowledge
when changing equipment and/or procedures on types or variants currently
operated.
The company shall specify, with the approval by the Authority, when such difference
training or familiarization training is required.
Type ratings are valid for one year from the date of issue, or the date of expiry if
revalidated within the validity period. For detailed information Refer to: OM, Part D.
5.2.2.3. Operators Proficiency Check (OPC)
The Operator Proficiency Check is a company check and is to be performed before
commencing line flying under supervision.
The qualification for low visibility operations, performed with the company's lowest
minimum, must be assessed during this check.
Each flight crewmember has to perform a proficiency check every 6 months to
demonstrate his competence in performing normal, abnormal and emergency procedures.

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A Type Rating Examiner (TRE) or a Synthetic Flight Examiner (SFE) must conduct the
proficiency check.
The period of validity of a proficiency check shall be 6 months in addition to the remainder
of the month of issue. If issued within the final 3 months of validity of a previous proficiency
check, the period of validity shall extend from the date of issue until 6 months from the
expiry date of that previous proficiency check.
The check also qualifies for the type rating renewal when the JAR-FCL requirements are
included in the check. For detailed information Refer to: OM, Part D.
5.2.2.4. Crew Resource Management (CRM)
All crew members must have completed an initial CRM course within 12 months after
joining the company. An Authority approved Training Organization or a suitable qualified
company instructor will conduct this course. CRM courses will be held as combined
courses for Flight, Cabin Crew and Dispatch personnel. Recurrent CRM training will be
held at yearly intervals (Refer to: 10.13. Flight and Cabin Crew Actions). For detailed
information Refer to: OM Part D.
5.2.2.5. Line Flying under Supervision
Every flight crewmember has to perform line flying under supervision to get familiarized
with Standard Company Operating Procedures (SOP's).
Emphasis will be placed on the effective application of Crew Resource Management. Any
TRI/TRE may conduct the line flying training (with RH-Seat introduction for Captain's
training).
The amount of line flying under supervision will be determined by the Training Department
after due note has been taken of the flight crewmember's previous experience. For
detailed information Refer to: OM Part D.
5.2.2.6. Line Evaluation
Every flight crew member has to perform a line evaluation in an aircraft to demonstrate his
competence in performing normal line operations and the application of CRM. Simulated
abnormal or emergency situations requiring the application of abnormal or emergency
procedures and simulation of IMC by artificial means are not permitted during this
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Qualification Requirements Date: 21-Jul-20
Line Check Pilot nominated by the company and accepted by the Authority will conduct the
line evaluation.
The period of validity for a line check is 12 months, in addition to the remainder of the
month of issue. If issued within the final 3 months of validity of a previous line check, the
period of validity shall extend from the date of issue until 12 months from the expiry date of
that previous line check. Each pilot will be checked on one sector as PF and on another
sector as PNF. For detailed information Refer to: OM Part D.
5.2.2.7. Recency
The following criteria have to be fulfilled to be current for flight duty and the flight crew
members recency-of-experience requirements are satisfied as follows:
 Pilot shall carry out three take-offs and three landings in the previous 90 days as
pilot flying in an aeroplane, or in a flight simulator, of the same type/class . The 90
day period may be extended up to a maximum of 120 days by line flying under the
supervision of a Type Rating Instructor or or Examiner.
 A pilot does not act in the capacity of a cruise relief pilot unless, within the
preceding 90 days, that pilot has either:
a) operated as PIC, SIC or cruise relief pilot on the same type or variant of aircraft,
or;
b) completed flying skill refresher training to include normal, abnormal and
emergency procedures specific to cruise flight on the same type of aircraft or in a
flight simulator approved for the purpose, and has practiced approach and landing
procedures, where the approach and landing procedure practice may be performed
as the PNF.
Crew Planning and Coordination Section, and Company pilots are responsible for fulfilling
the requirements above and shall immediately inform the Deputy Executive Director on
Flight Operations - Flight Operations Director if unable to do so.
Any flight crew member may satisfy recency requirements by completing training and re-
qualification in accordance with the Company training and evaluation programme.
Additional required minimum training table below:
For B-757/767/787, A-319/320, A-340, E-170/190 AZAL pilots with single Type Rating
endorsement:
Interval in
Required Training and Checking
experience on type
Aircraft systems and performance Refresher + 1 Flight Simulator
Training session + Proficiency Check+ 2 Takeoffs and landings
121 – 180 days*
under Supervision of a Type Rating Instructor or Examiner +Line
Check
More than 06 Extended aircraft systems and performance Refresher +2 Flight
Months to 12 Simulator Training sessions + Proficiency Check + 8 Legs Line
Months Training+Line Check
More than 12 Extended aircraft and performance Refresher +4 Flight Simulator
Months to 24 Training sessions + Proficiency Check + 12 Legs Line
Months Training+Line Check
AZAL Operations Manual Part A Edition 7, Rev.02

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Qualification Requirements Date: 21-Jul-20
Months to 36 Training sessions + Proficiency Check + 20 Legs Line Training+

Months Line Check
Full type rating including theoretical and simulator
More than 36
training,proficiency check+line training and line check according to
Months
initial training programme
*additional training as the discretion of the Chief-Pilot
A-319/320, A-340, B757/767, B787, E-190 AZAL pilots with two Type Rating
endorsements for both types and if only one of Type Ratings is overdue:
Interval in
Required Training and Checking
experience on type
121 – 180 days* Aircraft systems and performance Refresher + 1 Flight Simulator
Training session + Proficiency Check+ 2 Takeoffs and landings
under Supervision of a Type Rating Instructor or Examiner.+Line
Check
Months to 12 Months Training sessions + Proficiency Check + 4 Legs Line
Training+Line Check
Months to 24 Months Training sessions + Proficiency Check + 6 Legs Line
Training+Line Check
Months to 36 Months Training sessions + Proficiency Check + 8 Legs Line Training+
Line Check
More than 36 Full type rating including theoretical and simulator
Months training,proficiency check+line training and line check according to
initial training programme
*additional training as the discretion of the Chief-Pilot
5.2.2.8. Recurrent Training and Checking

The recurrent training consists of:
 Ground Refresher Training
 Flight Simulator Training
 Emergency and Safety Equipment Training
 CRM Training

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5.2.2.8.1. Ground Refresher Training

Ground refresher training must be performed every 12 months. If the training is conducted
within 3 months prior to the expiry date, the next training must be completed within 12
months from the expiry date of the previous training.
Flight crew's shall use the CBT system available at the company's training center and will
be checked during the briefing when performing the proficiency check.
A questionnaire or a written statement shall verify the knowledge by an instructor pilot.
5.2.2.8.2. Flight Simulator Training
The flight simulator training will be conducted every 6 months. The simulator recurrent
training shall cover all major failures of aircraft systems and associated procedures within
a period of 3 years.
5.2.2.8.3. Emergency and Safety Equipment Training
The annual emergency and safety equipment recurrent training is combined with the
annual emergency and safety equipment check. Company personnel acceptable to the
Authority will perform the training and evaluation. A course is arranged with a Training
Organization to cover special items within a 3 years period.
Emergency and safety equipment training should take place in conjunction with cabin crew
undergoing similar training with emphasis on co-ordinated procedures and two-way-
communication between the flight deck and the cabin. For detailed information Refer to:
OM Part D.
5.2.2.8.4. CRM Training
The application of CRM is part of any training and checking and qualifies as recurrent
training. Within a period of 3 years the CRM main subjects will be reviewed during training
and checking which is conducted by the TRI's/TRE's, SFI's/SFE's approved by the
Authority. For detailed information Refer to: OM Part D.
5.2.2.9. LOFT Training
Every flight crewmember shall receive at least one simulator session as Line Orientated
Flying Training within a 12 months period. This training is in addition to the required
Proficiency Checks. For detailed information Refer to: OM Part D.
5.2.2.10. Low Visibility Operation Training and Checking
5.2.2.10.1. Low Visibility Takeoff
A Low Visibility Takeoff (LVTO) is a takeoff where the RVR is less than 400 m. Flight
crewmembers must have received the theoretical and aircraft/simulator training before
performing LVTO's. The training is valid for 6 months and will be revalidated in conjunction
with the operator's proficiency check. If the training is not re-evaluated in the simulator
within a 12 months period, the crewmember is required to increase the takeoff minimum to
at least 250m.
5.2.2.10.2. Low Visibility Approach and Landing
Low visibility operations procedures during approach and landing must be applied when
the weather conditions are below CAT I Minimum. Before commencing low visibility
approaches flight crewmembers with no Category II/III experience must complete the full
training program, which is normally performed during the initial company conversion

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course. The simulator part of the course must be completed in a flight simulator approved
for CAT II/III training and checking.
Minimum training for flight crewmembers, who are already qualified for CAT II/III with the
company, e.g. after upgrading, is:
 Ground training as appropriate to experience;
 A minimum of 8 approaches and/or landings in a simulator approved for this
purpose. A satisfactory check must have been completed after the above training
before conducting Category II/III operations. The check will be performed in the
simulator by a TRE/SFE who holds the appropriate rating by himself. The validity of
the check is identical with the operators proficiency check.
Before commencing CAT II/III operation after a new type rating, the Captain, or the pilot to
whom conduct of the flight may be delegated, must have:
 50 hrs or 20 sectors on type, including line flying under supervision; and
 If this is the first time CAT II/III training as Captain, 100 m must be added to the
applicable RVR until a total of 100 hrs or 40 sectors, including line flying under
supervision, has been achieved on type.
The SCAA may authorise a reduction in the above command experience requirements for
flight crew members who have Category II or Category II command experience.
The recurrent training and checking will evaluate the pilot's knowledge and ability to
perform the tasks associated with the company's lowest minima.
Note: A minimum of 3 approaches, one of which may be substituted by an approach and landing in the
aircraft, must be performed during the validity period of the proficiency check. At least one missed approach
and one LVTO at the company's minimum have to be flown during the conduct of the proficiency check.
5.2.2.11. Route and Aerodrome Competence
The company ensures that prior being assigned as Crew on a route for commercial
operation the Flight Crew has obtained adequate knowledge of the route to be flown and
of the aerodromes (including alternates) facilities and procedures that are being used.
When operating to/from an aerodrome categorized as B or C, the PIC or, the pilot to whom
the conduct of the flight may be delegated, must have a current aerodrome qualification or
receive this qualification.
5.2.2.11.1. Route Competence Training
Route competence training includes knowledge of:
 Terrain and minimum safe altitudes;
 Seasonal meteorological conditions;
 Meteorological, communications and air traffic facilities, services and procedures;
 Search and rescue procedures;
 Navigational facilities associated with the route along which the flight is to take
place.
 Required Communications Performance and Required Surveillance Performance.
Depending upon the complexity of the route the following methods of familiarization will
qualify the pilot:

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 For less complex routes familiarization by self–briefing with information contained

in the Route Manual and the respective Regional Route Information Folder; and
 For more complex routes, in addition to the above, in-flight familiarization as pilot
under supervision or familiarization in a simulator approved for this purpose, is
required.
5.2.2.11.2. Aerodrome Competence Training
Aerodrome competence training includes knowledge of:
 Obstacle, general topography, lighting, approach aids, minimum safe altitudes;
 Arrival, departure, holding and instrument approach procedures, as well as any
procedure applicable to flight path over heavily populated areas;
 Aerodrome facilities including operating hours and fire fighting categories.
Depending upon the complexity, aerodrome are classified in categories from A to C.
Category A is given to the least demanding aerodrome, Category B and C are applied to
more demanding aerodromes. All aerodromes used are categorized and authorized by the
company. Further information is furnished in OM Part C & D.
5.2.2.11.3. Aerodrome Category A
Is an aerodrome, which has at least all of the following:
 An approved instrument approach;
 One runway with no performance limited procedure for takeoff and/or landing;
 A published circling minimum of not higher than 1000 ft;
 Night operations capability.
5.2.2.11.4. Aerodrome Category B
Is an aerodrome, which does not satisfy the Category A requirements or which requires
extra considerations such as:
 Non-standard approach aids and/or approach pattern;
 Unusual local weather conditions;
 Unusual characteristics or performance limitations
 Any other relevant considerations including obstructions, physical layout, lighting
etc.
5.2.2.11.5. Aerodrome Category C
Is an aerodrome, which requires additional considerations to a Category B aerodrome.
Category C aerodrome requires either simulator training or jump seat familiarisation. Prior
to operating to a Category B/C aerodrome, the Captain will be asked to certify that he has
carried out the instruction which consists in self-briefing by means of programmed
instruction on the Category B/C aerodrome concerned.
5.2.2.11.6. Training Requirements for Categorized Aerodromes
The categorization is part of the company's route and aerodrome authorisation procedure.
A list of the categorized aerodromes is part of the OM Part D.
Prior to operating to an aerodrome, the Captain must have been qualified as follows:

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Category A Aerodrome:
A self-familiarisation is necessary
Category B Aerodrome:
A self-briefing must be performed, using the provided training material for the respective
aerodrome, if available at the company's office, or by using aerodrome charts and
information as presented in OM, Part C and OM Part D.
Category C Aerodrome:
Detailed instructions on the required trainings are laid down in OM Part D. These trainings
may be a briefing, as for Category B aerodrome, a flight to the aerodrome under
supervision of a Captain with a valid aerodrome competence, or a special training in a
flight simulator approved by the Authority for this purpose.
The flight and/or simulator introduction must be certified by the respective instructor.
5.2.2.11.7. Validity of Route and Aerodrome Training
The period of validity of the route and aerodrome qualification is 12 months in addition of
the remainder of:
 The month of qualification, or
 The month of the latest operation.
Operating on the route or to the aerodrome within the previous period of validity
revalidates route and aerodrome competence qualification. If revalidated within the final 3
months of validity of a previous qualification, the period of validity is from the last expiration
date plus 12 months.
5.2.2.12. Emergency and Safety Equipment Training
Every flight crewmember must have completed Emergency and Safety Equipment training
and evaluation during the initial company conversion course before flight training
commences.
The initial course includes the available equipment and its location and all details as
detailed in OM, Part D. In addition, and if applicable to the operation, the use of life raft in
the water and its equipment will be trained if not previously completed with another
operator.
The period of validity of an emergency and safety equipment evaluation is 12 months, in
addition to the remainder of the month of issue. If issued within the final 3 months of
validity of a previous emergency and safety equipment evaluation, the period of validity
shall extend from the date of issue until 12 months from the expiry date of that emergency
and safety equipment evaluation.
The emergency and safety equipment evaluation must be completed for every aircraft
type.
The full aircraft scope is covered in a 3 year period. For details Refer to: OM Part D.
5.2.2.12.1. First Aid Training
First aid training is split into:
 First aid in general; and

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 First aid as relevant to the aircraft type of operation, including flying without cabin
crew.
Flight crewmembers shall complete the First Aid Course in general during the initial
company conversion course, unless it has been completed during the preceding 2 years
and a certificate is available in original.
The First Aid Course as relevant to the aircraft type of operation is to be performed during
initial and subsequent company conversion courses.
5.2.2.12.2. Dangerous Goods Training
Flight crewmembers must have completed initial Dangerous Goods training before
commencing unsupervised line flying. The recurrent training will take place at intervals of
not more than 2 years.
The courses will be conducted by an Authority approved Training Organization.
5.2.2.12.3. Security Training
The security training is intended to train the awareness in regard to aviation security for all
company personnel. Crewmembers will, in addition, receive special training regarding the
safety of the aircraft when in operation. The training covers all safety aspects laid down in
the company's safety manual, part of which in detail is included in OM, Part A, Chapter 10.
The training will be conducted by authorised qualified company personnel according the
syllabus in OM Part D every three years.
For flight crewmembers the recurrent training is included in the annual emergency and
safety equipment training.
5.2.2.13. Unruly Passenger Training
Flight crewmembers must have performed a course in handling unruly passenger before
commencing flight duty. This course is provided by an Authority approved Training
Organization. Further details are documented in OM Part D.
5.2.2.14. RVSM Training
The RVSM training is normally included in the type conversion training. Therefore, a
syllabus is included in OM, Part D. For flight crew members with a type rating
endorsement but not yet having received any RVSM training, a course shall be arranged
using the content of this syllabus.
5.3. Cabin Crew
5.3.1. Qualification Requirements
5.3.1.1. Minimum Requirements for Employment
The requirements for being employed as cabin crew member are:
 Age between 18 and 25 years;
 Graduated from high school;
 Preferable college or university degree. (Aviation, medical, foreign languages,
psychology branches are preferable)
 Good health condition (has passed an initial medical assessment);
 Height between 1.60 m and 1.75 m for female and 1.70 m to 1.85 m for male;

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 Weight proportional to the height;

 Fluent Azerbaijan and English, additionally a second language as German, French,
Italian, Arabic or Russian is preferable;
 Persons acceptable for employment must be service orientated, polite and friendly,
have good manners, the ability to take stress and must be willing to work shift.
5.3.1.2. Senior Cabin Crew (Cabin Chief)
Before being promoted, the SCC must in addition to § 5.3.1.2 have:
 Minimum one year experience as a cabin crewmember;
 High Performance;
 Good employment record; (last 12 months)
 Leadership and coordination skills;
 Responsibility.
5.3.1.3. Operation on more than one Type or Variant
(AAR-OPS1 14.14)
AZAL ensures that each cabin crew member does not operate on more than three aircraft
types except that, with the approval of the Authority, the cabin crew member may operate
on four aircraft types, provided that for at least two of the types:
 Non-type specific normal and emergency procedures are identical; and
 Safety equipment and type specific normal and emergency procedures are similar.
For the purposes of sub-paragraph above, variants of an aircraft type are considered to be
different types if they are not similar in each of the following aspects:
 Emergency exit operation;
 Location and type of portable safety equipment; and
 Type specific emergency procedures.
5.3.2. Cabin Crew Qualifications
5.3.2.1. Initial Cabin Crew Training
(AAR-OPS1 14.8)
The initial cabin crew training consists of an Authority approved course, with the contents
as listed in the OM, Part D, performed by an Authority accepted Training Organization
(TO).
All elements of the initial training are to be conducted by suitably qualified persons.
5.3.2.1.1. Initial Training Course and Examination
Training Programme:
The training programme of the initial training course shall include at least the following:
1. General theoretical knowledge of aviation and aviation regulations covering all
elements relevant to the duties and responsibilities required from cabin crew:
1.1. aviation terminology, theory of flight, passenger distribution, areas of operation,
meteorology and effects of aircraft surface contamination;

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1.2. aviation regulations relevant to cabin crew and the role of the competent authority;
1.3. duties and responsibilities of cabin crew during operations and the need to respond
promptly and effectively to emergency situations;
1.4. continuing competence and fitness to operate as a cabin crew member, including as
regards flight and duty time limitations and rest requirements;
1.5. the importance of ensuring that relevant documents and manuals are kept up-to-date,
with amendments provided by the operator as applicable;
1.6. the importance of cabin crew performing their duties in accordance with the operations
manual of the operator;
1.7. the importance of the cabin crew’s pre-flight briefing and the provision of necessary
safety information with regards to their specific duties; and
1.8. the importance of identifying when cabin crew members have the authority and
responsibility to initiate an evacuation and other emergency procedures.
2. Communication:
During training, emphasis shall be placed on the importance of effective communication
between cabin crew and flight crew, including communication techniques, common
language and terminology.
3. Introductory course on human factors (HF) in aviation and crew resource
management (CRM)
This course shall be conducted by at least one cabin crew CRM instructor. The training
elements shall be covered in depth and shall include at least the following:
3.1. General: human factors in aviation, general instructions on CRM principles and
objectives, human performance and limitations;
3.2. Relevant to the individual cabin crew member: personality awareness, human error
and reliability, attitudes and behaviours, self-assessment; stress and stress management;
fatigue and vigilance; assertiveness; situation awareness, information acquisition and
processing.
4. Passenger Handling and Cabin Surveillance:
4.1. the importance of correct seat allocation with reference to aeroplane mass and
balance, special categories of passengers and the necessity of seating able-bodied
passengers adjacent to unsupervised exits;
4.2. rules covering the safe stowage of cabin baggage and cabin service items and the
risk of it becoming a hazard to occupants of the passenger compartment or otherwise
obstruction or damaging emergency equipment or exits;
4.3. advice on the recognition and management of passengers who are, or become,
intoxicated with alcohol or are under the influence of drugs or are aggressive;
4.4. precautions to be taken when live animals are carried in the passenger
compartment;
4.5. duties to be undertaken in the event of turbulence, including securing the
passenger compartment; and
4.6. methods used to motivate passengers and the crowd control necessary to expedite
an emergency evacuation.

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5. Aero-medical aspects and first-aid:

5.1. general instruction on aero-medical aspects and survival;
5.2. the physiological effects of flying with particular emphasis on hypoxia, oxygen
requirements, Eustachian tubal function and barotraumas;
5.3. basic first-aid, including care of:
(a) air sickness;
(b) gastro-intestinal disturbances;
(c) hyperventilation;
(d) burns;
(e) wounds;
(f) the unconscious; and
(g) fractures and soft tissue injuries;
5.4. in-flight medical emergencies and associated first-aid covering at least:
(a) asthma;
(b) stress and allergic reactions;
(c) shock;
(d) diabetes;
(e) choking;
(f) epilepsy;
(g) childbirth;
(h) stroke; and
(i) heart attack;
5.5. the use of appropriate equipment including first-aid oxygen, first-aid kits and
emergency medical kits and their contents;
5.6. practical cardio-pulmonary resuscitation training by each cabin crew member using a
specifically designed dummy and taking account of the characteristics of an aircraft
environment; and
5.7. travel health and hygiene, including:
(a) hygiene on board;
(b) risk of contact with infectious diseases and means to reduce such risks;
(c) handling of clinical waste;
(d) aircraft disinfection;
(e) handling of death on board; and
(f) alertness management, physiological effects of fatigue, sleep physiology, circadian
rhythm and time zone changes.
6. Dangerous goods in accordance with the applicable ICAO Technical Instructions.
7. General security aspects in aviation, including awareness of the provisions laid
down in Regulation (EC) No 300/2008.

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8. Fire and Smoke Training:

8.1. emphasis on the responsibility of cabin crew to deal promptly with emergencies
involving fire and smoke and, in particular, emphasis on the importance of identifying the
actual source of the fire;
8.2. the importance of informing the flight crew immediately, as well as the specific actions
necessary for coordination and assistance, when fire or smoke is discovered;
8.3. the necessity for frequent checking of potential fire-risk areas including toilets, and the
associated smoke detectors;
8.4. the classification of fires and the appropriate type of extinguishing agents and
procedures for particular fire situations;
8.5. the techniques of application of extinguishing agents, the consequences of
misapplication, and of use in a confined space including practical training in fire-fighting
and in the donning and use of smoke protection equipment used in aviation; and
8.6. the general procedures of ground-based emergency services at aerodromes.
9. Survival Training:
9.1. principles of survival in hostile environments (e.g. polar, desert, jungle, sea); and 9.2.
water survival training which shall include the actual donning and use of personal flotation
equipment in water and the use of slide-rafts or similar equipment, as well as actual
practice in water.
5.3.2.2. Type Conversion and Difference Training
The type conversion or differences training includes the use of all safety equipment and all
normal and emergency procedures applicable to the type or variant of an aircraft and
involves training and practice on either a representative training device or on the aircraft,
depending on the availability. Differences training must be completed before operating:
 On a variant of an aircraft currently operated; or
 When the safety equipment, its location or normal and emergency procedures on
currently operated types or variants are different.
The type conversion and differences training is conducted by suitably qualified company
personnel (Instructors) within the company.
5.3.2.3. Evaluation
Following completion of the initial and/or type conversion/difference training cabin
crewmembers have to pass a written test covering the training received in order to verify
the proficiency in carrying out normal and emergency safety duties. Passing rate shall be
75%. These tests are performed by personnel from the SCAA or company personnel
(Trainer), acceptable to the Authority.
5.3.2.4. Recurrent Training and Checking
(AAR-OPS1 14.11)
Each cabin crewmember must perform theoretical and practical recurrent training and
evaluation, according to the Authority approved program contained in the OM Part D,
covering the actions assigned to each crewmember in normal and emergency procedures
and drills relevant to the type(s) and/or variant(s) of aircraft on which they operate.
The annual recurrent training must also include the training for:

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 First aid and the contents of the first aid kit(s);

 Dangerous goods procedures;
 Security procedures; and
 Crew Resource Management.
The actual operating and opening of doors, the realistic and practical training in the use of
fire fighting equipment, including protective clothing, the use of pyrotechnics and the
demonstration of the use of the life- or slide-raft must be performed within a period of 3
years.
The recurrent training is to be conducted by suitably qualified company personnel
(Instructor) while the tests are to be conducted by company personnel (Trainer) being
acceptable to the Authority.
The period of validity of recurrent training and the associated checking shall be 12 months
in addition to the remainder of the month of issue. If issued within the final 3 months of
validity of a previous check, the period of validity shall extend from the date of issue until
12 months from the expiry date of that previous proficiency check.
5.3.2.5. Refresher Training
A cabin crewmember must perform the following refresher training when he has been
absent from all flying duties for more than 6 months but still is within the period of validity
of the previous check:
 Emergency procedures including pilot incapacitation;
 Evacuation procedures including crowd control techniques;
 The operation and actual opening of all normal and emergency exits for passenger
evacuation in an aircraft or representative training device;
 Demonstration of the operation of all other exits including flight deck windows; and
 The location and handling of emergency equipment, including oxygen systems, and
the donning of:
• Lifejackets;
• Portable oxygen; and
• Protective breathing equipment.
The refresher training may be substituted by recurrent training.
When a cabin crewmember has not been absent from all flying duties, but has not
undertaken duties on a type, or variant where differences training is required, the CA must,
before undertaking duties on that type as a minimum cabin crewmember, either:
 Complete a refresher training on the type; or
 Perform at least two familiarization flights on that type.
5.3.2.6. Crew Resource Management (CRM)
When a cabin crewmember does not have a valid initial CRM course an Authority
approved Training Organization (TO) will perform the initial CRM training. The training is
valid for a period of 12 months.

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The recurrent training is included in the annual recurrent training. Further information is
detailed in OM Part D.
5.3.2.7. First Aid Training
The medical and first aid training is normally included in the cabin crew's initial training and
covers:
 Instruction on first aid and the use of first aid kits;
 First aid associated with survival training and appropriate hygiene; and
 The physiological effects of flying with particular emphasis on hypoxia.
If, for any reason, the training has not been performed during the initial training, a special
course shall be arranged for the CA to cover this training. The training is valid for a period
of 12 months.
5.3.2.8. Dangerous Goods Training
An Authority approved Training Organization will perform the dangerous goods training
when it has not been performed during the CA's initial training. The training is valid for a
period of 24 months.
5.3.2.9. Security Training
An Authority approved Training Organization will perform the security training when it has
not been performed during the CA's initial training.
The company and aerodrome security measurements at home base are integrated in the
company conversion course. The training is valid for a period of 12 months.
5.3.2.10. Unruly Passenger Training
An Authority approved Training Organization will perform the initial crowd control and
unruly passenger training when it has not been performed during the initial CA training.
The training is valid for a period of 12 months.
5.4. Training, Checking and Supervision Personnel
According OM Part A, Chapter: 5.4.1.1; 5.4.1.2; 5.4.1.3; 5.4.1.4 & 5.4.1.5, Training,
Checking and Supervision Personnel shall pass a selection process that includes:
 a training records review;
 recommendations from Flight Operations Management and/or the Training
Department.

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5.4.1. Flight Crew

5.4.1.1. Training Captain
A Training Captain is anyone of the following:
See below acc. to the following Chapters: 5.4.1.2, 5.4.1.3, 5.4.1.4 & 5.4.1.5.
5.4.1.2. Supervision Pilot
In AZAL Operations only TRI/TRE will conduct supervision flights.
5.4.1.3. Line Check Pilot
For nomination as Line Check Pilot in the company following minimum requirements must
be met:
 Minimum time as Captain in the company of 6 months;
 Excellent reputation as Captain;
 Total flying experience of 2000 hrs including 500 hrs as Captain on type;
 The ability to assess the application of CRM;
and requires the following training:
 The training according OM Part D;
 The right-hand (RH) seat training;
 An Authority accepted pedagogic seminar for type rating instructor;
 The CRM course; and
 An introduction in the topics of a line check and the associated duties.
All Authority accepted TRI/TRE within the company may be nominated as Line Check
Pilot. Before commencing duty as Line Check Pilot he must have been accepted by the
Authority.
The nomination is valid for two years or, as long as the holders ratings/certificates (RH
seat introduction, valid line and company proficiency check) are valid or the Authority or
the company revokes the nomination. For prolongation of the certificate the applicant has
to take part at an Authority approved TRI refresher course.
5.4.1.4. Type Rating instructor, Synthetic Flight Instructor (TRI/SFI)
5.4.1.4.1. Type Rating Instructor (TRI)
A TRI for multi pilot aircraft has the approval to instruct license holders for the issue of a
MPA type rating and perform the instructions required for the multi-crew co-operation
concept.
An applicant for the initial issue of a TRI(MPA) rating shall have:
 Valid ATPL with type rating;
 2000 hrs as pilot on JAR/FAR 25 aircraft of which at least 500 hrs should be as
Captain on type;
 50 route sectors, including takeoff and landings on the applicable type within the12
months preceding the application, of which not more than 15 may have been
completed in a simulator;

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 Training according OM Part D.

Before extending the privileges of the TRI to other types the holder must have:
 15 route sectors as above (7 of which may have been completed in a simulator)
within the preceding 12 months period;
 Completed the technical part of the training according OM Part D.
This certificate includes the authorization to act as Instructor in the Flight simulator if the
training was performed in a flight simulator and the simulator instructor panel introduction
was part of the training and has been recorded.
The validity of the authorization is 12 month. For revalidation within the validity period the
applicant must have:
 Conducted one of the following parts of a complete type rating/refresher/recurrent
course:
• One simulator session of at least three hours; or
• One air exercise of at least one hour comprising a minimum of 2 takeoff and
landings; or
• Receive a TRI refresher training acceptable to the Authority.
5.4.1.4.2. Synthetic Flight Instructor (SFI)
A SFI has the approval to carry out instruction in a synthetic training device only for a MPA
type rating and perform the instruction required for the multi-crew co-operation concept.
The applicant for a SFI authorization shall:
 Hold or have held an ATPL;
 Have 1500 hrs as pilot on JAR/FAR 25 aircraft;
 Have completed the training according OM, Part D; and
 Have completed 3 route sectors as an observer on the applicable type in the
preceding 12 months.
The validity of the authorization is 12 months. For revalidation the applicant must have on
the relevant type:
 At least 3 route sectors as an observer;
 Conducted at least 3 hrs training as part of a type rating/refresher/recurrent course;
or
 Receive a TRI refresher training acceptable to the Authority; and
 An operator's proficiency check.
5.4.1.5. Type Rating Examiner, Synthetic Flight Examiner
(TRE/SFE)
5.4.1.5.1. Type Rating Examiner (TRE)
A TRE must have:
 A TRI authorization; and
 Valid ATPL with type rating;

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 2000 hrs as pilot on multi-pilot aircraft of which at least 500 hrs should be as
Captain on type.
The privileges of a TRE are to conduct skill tests for the issue of MPA type ratings and
proficiency checks for revalidation or renewal of multi-pilot type and instrument ratings in
an aircraft.
The validity of the TRE authorization is 3 years. Examiners are re-authorized at the
discretion of the SCAA.
5.4.1.5.2. Synthetic Flight Examiner (SFE)
A SFE must have:
 A valid ATPL;
 A SFI authorization; and
 2000 hrs as pilot on multi-pilot aircraft of which at least 500 hrs should be as
Captain on type.
The privileges of an SFE are to conduct type and instrument proficiency checks on multi-
pilot aircraft in a flight simulator.
The validity of the SFE authorization is 3 years. Examiners are re-authorized at the
discretion of the Authority.
5.4.1.6. Selection Process of Instructors, Evaluators and Line
Check Pilots
If the candidate/s for instructor, evaluator or line check pilot meet/s the prerequsits and the
requirments for this position his/they documents are provided to Flight Management
Council for selection. Flight Methodical Council is consist of the following members;
• VP Flight Operation/Deputy Executive Director – Chairman
• Flight Director and Chief Pilot
• Training Director and Deputy
• Safety Director and Deputies
• Quality Director and Flight auditors
• Fleet Cheifs
• Technical Pilot
• Some of the TRIs and TREs
• Assisnat of Flight Director (act as a secretary)
The meetings are minuted and minutes of meetings are kept in Assisnat of Flight Director’s
office.
5.4.2. Cabin Crew
5.4.2.1. Cabin Crew Line Instructor
Before being assigned as Cabin Crew Line Instructor, the applicant shall:
 Has a minimum of 2 years experience as a Senior Cabin Crew in the company;
 High performance;

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 Good employment record in the company; (Last 12 months)

 Good knowledge of AZAL Procedures and Standards
 Leadership and coordination skills;
 Responsibility;
 Teaching skills.
5.5. Other Operations Personnel
5.5.1. Flight Operations Personnel
Flight operations supervisor shall have demonstrated, or shall receive adequate training to
get, a sufficient level of knowledge in at least the following subjects:
 The use of company manuals;
 Rules and regulations relevant to the company;
 Appropriate ATS practices and procedures;
 Principals of flight planning;
 Performance and planning procedure including RVSM regulations;
 Meteorology;
 Navigational procedures;
 Operational procedure;
 Radio communication.
All other operations personnel shall have demonstrated, or receive an adequate training to
get a sufficient level of knowledge appropriate to their responsibilities and tasks to be
performed by them.
All flight operations personnel shall follow the requirments and the standards of AZAL and
never allow willful and deliberate violation of AZAL flight operations organizational policies
or procedures.
5.5.2. Quality Management Personnel
The Quality Management Personnel must have passed a quality introduction course.
5.5.3. Security Management Personnel
The Security Management Personnel receives introduction course for security
management personnel.
5.5.4. Dangerous Goods Management Personnel
The Dangerous Goods Management Personnel must have passed a course for dangerous
goods management personnel.

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Crew Health Precautions Date: 28-Dec-19
6. Crew Health Precautions

General
A crew member's sickness/illness, his feeling unwell/indisposed or the impairment of his
senses and reflexes by narcotics, drugs or pharmaceutical preparations/medicaments
have quite often contributed to incidents and accidents.
Therefore, crew health is of the highest importance and has a direct impact upon flight
safety. This is reflected in very stringent requirements for regular medical examinations
and medical certificates. It hardly needs to be mentioned that living health-consciously is in
the self-interest of every crew member.
Refer to: Incapacitation of Crew Members
A crew member shall not perform duties on an aircraft 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, or feels unfit to the extent that the flight may be endangered.
6.1. Fatigue
Any crew member shall not commence a flight duty or continue a flight duty after an
intermediate landing if he is aware that he is too fatigued or will be too fatigued before next
landing.
The basic responsibility in fatigue management rests with the individual crew member who
should report for duty in a reasonably rested state and in a fit state to perform his expected
duty. This includes attention to such factors as sleep, personal fitness and health, life style
and activities prior to flight Due allowance for any adverse effects of these factors should
be taken into account to ensure that fatigue which would significantly affect operating
performance is not encountered during flight duties.
If any of the flight crew member is suspected to be under the influence of any psychoactive
prior to flight, the other flight crew member shall immediately inform Deputy Executive
Director on Flight Operations - Flight Operations Director ate and ensure the required
actions are taken.
6.2. Alcohol and other Intoxicating Liquor
Apart from results of Medical Research, it must be obvious to all pilots that alcohol has a
detrimental effect on the individual for a considerable time after it has been consumed.
This effect will vary according to the amount consumed and the time elapsed since its
consumption. In addition, consumption of alcohol, in public, by uniformed flying staff can
only have an adverse effect on the confidence in air travel of passengers and the public in
general. Crew members must remember that they represent the company, even if they
change to civilian clothes after arrival at the hotel during night stops.
Flight Crew are forbidden to consume alcohol in excessive quantities for at least sixteen
hours before reporting for flight duty. Between sixteen and twelve hours before reporting
for flight duty, alcohol may only be consumed in moderate quantities.
Under no circumstances may any pilot consume alcohol in any form within twelve
hours of commencing flight duty! In the case of unscheduled overnight duty, the limit
applies to the time specified for next departure, irrespective of weather conditions.
No Alcoholic Drink is to be consumed at any time whilst in uniform. This restriction is
valid for all alcoholic beverages, even light beer.

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No Alcoholic Drink is to be consumed during flight duty period or whilst on stand-by.

No crew member shall commence a flight duty period with a blood alcohol level in excess
of 0.2 promille.
Therefore, flight crew who are rostered to position as passengers are bound by the same
regulations as crew members rostered for flight duty until arrival at their destinations.
The importance of retaining public confidence in air travel and the high standard of the
Airline profession cannot be over emphasised. This instruction, therefore, must be fully
supported by the willing co-operation of all staff.
Captains in particular, must continue to observe their individual responsibility in the
supervision of all flying staff assigned to their aircraft.
Any breach of these Regulations will result in severe disciplinary action and any
crewmember that consumes alcohol less than twelve hours before flight could be instantly
dismissed.
Dispensing Alcohol In The Cockpit :
Under no circumstances alcohol may be served in the cockpit to jump seat passengers.
6.3. Narcotics, Drugs and Psychoactive Substances
For crew members, the consumption, use of narcotics and drugs and psychoactive
substances (except alcohol and nicotine) is strictly prohibited unless a medical doctor has
determined that such consumption/use is absolutely necessary in the interest of his
patient's health. However, in such extremely rare cases, the crew member concerned shall
commence flight duty only if a duly appointed flight -medical doctor has certified that the
physical and mental fitness for such duty is not being impaired.
Aero Medical Examiner examine the relation of each individual flight crew to psychoactive
during each annual/semi annual medical check. Prospective flight crewmembers may be
screened by AZAL for the usage of psychoactive substances. This test will be done by a
Aero Medical Centre (AeMc) authorized Hospital in Baku. Whenever the results occur as
positive further checks are to be requested.
Crew members are removed from duty, in case of problematic use of psychoactive
substances and/or alcohol . They can be re-instated to duty after a medical check with a
positive result showing no use of any psychoactive substances and/or alcohol and will
complete necessary flight training and checks according to OM Part D after cessation.
Disobedience renders the individual liable to dismissal.
6.4. Medication
Effects and side-effects of medication may be harmful to flight safety. Upon a doctor's
prescription of pharmaceutics or when treating themselves by means of unrestrictedly
available pharmaceutics (e.g., self-medication with sleeping tablets) crew members shall
seek flight-medical advice on possible effects on the fitness for flight duty.
The use of drugs, which have not been prescribed by a medical practitioner, is expressly
forbidden at any time.

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6.4.1. Sleeping Tablets

Sleeping, tablets dull the senses, cause mental confusion and slow reactions. The length
of time they act on any one individual varies, but may be prolonged, and pilots must have
expert advice before using them.
6.4.2. Pharmaceutical Preparations
It is important that pilots should know that many common drugs and remedies have
powerful side effects and are therefore liable to affect the pilot’s judgement and flying
performance.
For this reason, pilots who are under medication, and who are continuing flying duties,
should inform the Flight Operation Director. Pilots must, when taking drugs, consult an
Aviation Physician.
In cases where a pilot is under treatment by his own family Physician or Specialist, he
should advise his Physician that his Aviation Physician has full listing of all drugs and may
be able, on request, to suggest alternative drugs to the ones prescribed which would in no
way inhibit flight duties.
The following are some of the types of medicines in common use which may impair
reactions:
 Antibiotics (pencilling and the various - mycins and - cylines) and sulpha drugs may
have short-term or delayed effects that affect pilot performance. They are also of
importance, however, in pointing to the fact that a fairly severe infection must be
present to warrant their use. Apart from the effects of the substance themselves
therefore, the side effects of the infection will almost always mean that a pilot is not
fit to fly.
 Fear is normal and provides a very effective alerting system. Tranquillisers and
sedatives depress this alerting system and have been contributory cause of fatal
aircraft accidents. A pilot must not fly when taking them.
 Anti-histamine drugs are widely used in "cold cures" and in the treatment of hay
fever, asthma and allergic rashes. Many easily obtainable nose-spray and drop
preparations contain anti-histamines. Most if not all, of this group of medicines then
cause drowsiness. Very mild conditions of hay fever, etc. may be adequately
controlled by small doses of anti-allergic drugs, but a trial period on the ground to
establish the absence of side effects is absolutely essential before flying. Pilots
afflicted with allergic conditions requiring more than the absolute minimum
treatment (and in all case of asthma) should not fly until the CMO has been
consulted.
 "Pep pills" (e.g. Caffeine, Dexedrine, Benzedrine) used to maintain wakefulness
are often habit forming. Susceptibility to each drug varies from one individual to
another, but all of them may cause dangerous overconfidence. Over dosage
causes headaches, dizziness and mental disturbances. The use of "pep pills" while
flying cannot be permitted.
 Drugs for the relief of high blood pressure cause a change in the mechanism of
blood circulation, which can be disastrous when flying. If the blood pressure is such
that drugs are needed, flying duties must not be undertaken. If any doubt exists
about blood pressure, medical advice should be sought.

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 Anti-malaria drugs (in normally recommended doses) do not usually have any
adverse affects on flying ability. However, the drug should be taken in time to allow
at least 24 hours trial on the ground to ensure that it will have no adverse affects on
flying ability.
 Although these are the commonest group of drugs with adverse affects on pilot
performance, it should be pointed out that many forms of medication, although not
usually affecting pilot performance, might do so if the pilot concerned is
oversensitive to the particular drug. A pilot should not, therefore take any drugs or
medicine before or during flight unless he is completely familiar with the effects of
medication on himself. The Aviation Physician should be consulted on cases of
doubt. It should be remembered however, that alcohol and sleeping tablets form a
lethal combination.
 Lastly, remember that following local and general dental and other anaesthetics a
period of at least 48 hours should be spent on the ground, and if any doubt remains
concerning the right time to resume flying, appropriate medical advice should be
sought.
6.5. Immunisation / Vaccination
In accordance with the World Health Organization’s (WHO) International Health
Regulations, many countries prescribe vaccinations of crewmembers and passengers
against defined diseases, often specifying that such immunisation is only required upon
entry after leaving or transiting infected areas’.
Each crewmember scheduled for flight duty abroad must satisfy any requirement(s) for
vaccination(s) to have himself vaccinated in time, and to be able to produce – during his
tour of duty – the appropriate WHO-approved ‘Certificate of Vaccination or Revaccination’.
Vaccination/revaccination shall take place not less than 24 hours before commencement
of flight duty; in case of a strong reaction medical advice shall be obtained in view of a
possible impairment of fitness for flight duty. No alcoholic beverage shall be consumed for
a period of at least 24 hours after vaccination.
 Vaccinations which may be obligatory and their validity:
• Yellow fever (from 10 days after until 10 years after vaccination).
 Vaccinations which are recommended and their validity:
• Cholera (from 7 days until 6 months after vaccination);
• Typhoid (from 7 days until 3 years after vaccination);
• Poliomyelitis (after 3 vaccinations up to 10 years);
• Tetanus (after 3 vaccinations up to 10 years).
Malaria Prophylaxis, though not immunisation in the strict sense of the word, should be
mentioned here; crewmembers scheduled for flight duty to malaria-infected countries shall
obtain, on the advice of their flight medical doctor, the appropriate medication and apply it
as prescribed.
Note: Crewmembers shall be aware of the fact that there are many extremely dangerous diseases
against which vaccination is not possible. Only general rules may be given here for the health-conscious
behaviour in foreign countries.

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The Commander must report any cases of illness on board aircraft (excluding cases of
airsickness and accidents) on landing at an airport. The details are to be given in the
appropriate part of the Aircraft General Declaration. Cases of ill passengers disembarked
during the flight must also be reported on arrival.
When a passenger on board shows symptoms which might indicate the presence of a
major disease, the Commander of an arriving flight must ensure that the airport medical or
health authority have been informed.
It is the responsibility of the airport medical or health authority to decide whether isolation
of the aircraft, crew and passengers is necessary.
On arrival of the aircraft, nobody shall be permitted to board the aircraft or disembark or
attempt to off load cargo or catering until such time as authorised by the airport medical or
health authority.
Each station, in conjunction with the airport medical or health authorities will devise a plan
that would provide, when necessary, for:
The transport of suspected cases of infectious diseases by selected ambulances to a
designated hospital.
The transfer of passengers and crew to a designated lounge or waiting area where they
can be isolated from other passengers until cleared by the airport medical or health
authorities.
The decontamination of the aircraft, passenger baggage, cargo and mail and any isolation
lounges used by passengers or crew suspected of having infectious diseases.
6.6. Hygiene Precautions
A cautious approach to conditions unknown from daily life generally is already a good
protection. The following gives a non exhaustive list of points which are worth considering:
 Observe strict hygiene in eating/drinking
 Do not bathe in stagnant water (bilharziasis),
 In infested (e.g. bush/jungle) areas, wear long-sleeved shirts and long trousers to
prevent or minimize bites by disease-carrying insects (filariasis, malaria,
encephalitis, sleeping sickness) or by outright poisonous insects or animals
(spiders, scorpions, snakes); use insect-repellent.
 Tap water is not always drinkable
 Ice cubes are normally made from tap water
 For consumables – cook it, peel it or open it (bottle)
 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.
6.7. Deep Sea Diving
Crewmembers, whose sporting activities include deep sea diving to a depth exceeding 10
metres, shall not fly within 48 hours of completing such diving activity. Snorkelling is not
affected by this provision. Crewmembers have to notify crew planning section.

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6.8. Blood Donations

Blood donations and flying do not mix. The disturbance to the circulation following blood
donation lasts several weeks and, although effects are slight whilst at ground level, there
are risks when flying during this period. It is recommended that pilots do not volunteer as
blood donors whilst actively flying, but if blood has been donated, the Aviation Physician
could be consulted before returning to flying.( After donation they shall not undertake flying
duties for at least 24 hours.)
6.9. Meal Precautions Prior to and during Flight
In the interest of flight crewmembers these procedures are established:
 Flight crew shall not to take the same meal, 3 hours before taking up flight duty
until termination of flight, prepared by the same caterer.
 Pilots operating together should select different items from the menu to reduce the
possibility that both of them could become incapacitated.
6.10. Sleep and Rest
Flight safety requires that all crewmembers receive regular and sufficient sleep and are
well rested when commencing flight duty. Legal provisions therefore prescribe maximum
duty and minimum rest times. All crewmembers are expected to utilize their times of rest to
relax and to regain their fitness. Therefore, during rest times all activities shall be avoided
which run counter to those purposes. (Refer to: 7. Flight&Duty Time Limitations and Rest
Requirements)
6.11. Surgical Operations
A fitness certificate signed by an aero medical doctor shall be produced prior to returning
to flying duties after any surgical procedure. Pilot may be assigned for office duties in the
meantime, with the permission of the SCAA.
6.12. Illness or Incapacitation while on Duty
Any crewmember that becomes ill or incapacitated while on flight duty or during a stopover
period at an outstation must report the matter to the Captain at the earliest opportunity.
Captains should immediately contact the Company or contact Operations Control if the
crew are at an outstation. At stations where no company staff are present, a telex/signal to
Operations Control, giving as much detail as possible, should be sent at the first
opportunity.
Captains should be cognisant that a sudden deterioration in health may be an indication of
the onset of a dangerous or infectious complaint. Carriage of a flight crew or cabin staff
member who is ill could prejudice the Company's position in several ways:
 International health regulations;
 Liability to the staff member concerned, should a serious illness ensue;
 Invalidation of the insurance of the aircraft or a significant decrease in the safety of
the flight, were the available crewmembers to be reduced.
Captains must therefore ensure that a doctor is called at the earliest opportunity to
examine the crew member concerned and a certificate must be obtained stating whether
the Crew Member is fit for duty, or alternatively, for travel. Wherever possible, such staff
members should be positioned to main base as soon as permitted. Captains are

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authorised to arrange any tests necessary to ascertain the condition of the individual
concerned. All expenses will be paid by AZAL.
A written report must be submitted by the Captain and the crew member as soon as
practicable after return to main base. Captains should arrange that the Chief Medical
Officer is notified of the arrival time of the crew member at main base. The crewmember
that has been ill shall report to the Chief Medical Officer on arrival back to the home base,
or to a competent doctor if overseas.
The Captains have an overall responsibility for ensuring that all of the crew are fit for duty,
even if a report of sickness is not received. If any doubt exists, a Captain must ensure that
a doctor sees the individual concerned and that the report from that doctor is forwarded to
the home base at the earliest opportunity. In the case of a Captain being incapacitated the
normal devolution of command to the First Officer applies.
6.13. Correcting Lenses, Wearing and Carriage
Flight crewmembers exercising the privilege of their licence on condition that suitable
correcting lenses are worn in the course of flight duties shall ensure that this condition is
observed.
Additionally, to guard against breakage or loss, the crewmember shall have a spare set of
suitable correcting glasses readily available, during the time that he is engaged on flight
crew duties.
6.14. Other Significant Health Considerations
Crewmembers shall not be scheduled for duty after experiencing decrease in medical
fitness. Flight and Cabin Crew Members are personally responsible to report any
significant factors decreasing medical fitness for duty.
Furthermore Crew Members shall not undertake flying duties prior written permission has
been submitted to the Crew scheduling. Such permission may only be granted by the
aviation medical examination (a certified medical facility or physician) following significant
factors decreasing fitness for the flight, such as:
 Surgical Operations or invasive procedure;
 Pregnancy;
 Any other illness exceeding 14 days;
 Any hospitalisation (surgery) exceeding 12 hours;
 Any significant personal injury involving incapacity to function as flight crew
member;
Whenever in doubt related to personal fitness for duty, consult a Flight physician or other
aviation medical examiner with details on your health concerns.
Being pregnant, shall inform the company in writing of such injury or pregnancy and as
soon as the period of 21 days has elapsed in the case of illness. The medical certificate
shall be deemed to be suspended upon the occurrence of such injury or the elapse of such
period of illness or the confirmation of the pregnancy, and company.

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6.15. Physiological Effects of Flying

6.15.1. Hypoxia
The term for the effects of a shortage of oxygen is Hypoxia. This can result from a number
of reasons, but as far as crew are concerned, is altitude. The intensity of performance
decrement varies with the altitude and pressure gradient change and from person to
person. The following symptoms (or combination of symptoms) appear:
 Indifference Stage:
• Dark adoption is adversely affected
• Performance of new tasks may be impaired
• Slight increase in heart and breathing rates occurs
 Compensatory Stage:
• Increase in respiratory volume
• Increase in cardiac output and blood pressure
• Drowsiness
• Decreased judgment and memory
• Difficulty in performing tasks requiring mental alertness
 Disturbance Stage
• Euphoria
• Dizziness
• Sleepiness
• Headache
• Fatigue
• Intellectual impairment and slow thought process
• Memory impairment
• Motor performance is severely impaired
• Loss of judgment
• “Gray out” and tunnelled vision
 Critical Stage
• Mental performance deteriorates rapidly
• Confusion and dizziness occurs within a few minutes
• Total incapacitation with loss of consciousness follows with little or no warning.
6.15.2. Time of useful Consciousness (TUC)
This is the time available to a crewmember to recognize the development of Hypoxia and
do something about it. The time depends on the individual, and will be affected by any or
all of the following:

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 Individual fitness
 Workload
 Smoking
 Overweight or obesity
 Decompression is explosive or progressive
The table below presents TUC at various altitudes:
Progressive decompression Rapid
Altitude (ft)
Sitting Moderate activity decompression
18,000 About 40 min About 30 min 20 to 30 min
20,000 10 min 5 min 3 min
25,000 5 min 3 min 2 min
30,000 1,5 min 45 sec 30 sec
35,000 45 sec 30 sec 20 sec
40,000 25 sec 18 sec 12 sec
Crew protection must be at the highest of priorities. Should decompression take place it is
critical for the crew to individually don oxygen masks and check flow as quickly as
possible. Any delay caused by helping other members of the crew or passengers could
have catastrophic results for all the occupants of the aircraft.
6.15.3. Decompression sickness (DSC)
The loss of cabin pressure at high altitude may cause the dissolved nitrogen to come out
as small bubbles in human blood leading directly to DCS. The symptoms are:
 Joints: Bubbles in the joints cause rheumatic-like pains called the bends
 Skin: Bubbles cause the creeps when the sufferer feels that a small compact
colony of ants is crawling over, or just under the skin.
 Respiratory system: Bubbles may get caught in the capillaries of the lungs
blocking the pulmonary blood flow. This leads to serious shortness of breath
accompanied by a burning, gnawing and sometimes piercing pain is called
chokes.
 The brain: Bubbles affect the blood supply to the brain and the nervous system
known as staggers. It leads to loose of some mental functions and control of
movement. In extreme cases chronic paralysis or even permanent mental
disturbances may result.

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Flight and Duty Time Limitations and Date: 28-Dec-19
Rest Requirements
7. Flight and Duty Time Limitations and Rest Requirements

7.1. General Considerations
(Refer to: AAR–OPS1 16.1 Subpart P)
All information about flight and duty time limitations and rest requirements as well as the
rules about exceedances of flight duty time limitations and/or reductions of rest periods are
established for all flight and cabin crew members Azerbaijan Airlines in compliance with
the complementary national provisions of Azerbaijan Аviation Rules – OPS-1 - FTL
Instruction.
The purpose of FTL is to ensure that flight crew members fatigue does not endanger
flight safety.
Azerbaijan Airlines establishes regulations specifying the limitations applicable to the
flight time and flight duty periods for flight crew members. These regulations also make
provision for adequate rest periods and ensures that fatigue occurring either in a flight or
successive flights or accumulated over a period of time due to these and other tasks, does
not endanger the safety of a flight. (Chicago Convention, Annex 6, chapter. 9.6.)
Both, the individual crew member and AZAL are responsible for strict observance of
these regulations. No crew member begins a flight duty period if it is foreseeable that duty
time limitations as stated within this Chapter 7 will be violated.
Apart from flying for AZAL, no crew member is allowed to fly privately for financial gain,
or commercially for a third party without the approval of AZAL Flight Operations
Management.
As these new FTL are minimum standards, national Authorities can chose to keep
existing higher standards and to introduce new - but higher - ones. They are also
encouraged to refrain from downgrading their existing higher standards to the lower
European minimum ("non-regression" principle). Higher standards set within the context of
Collective Labour Agreements (CLAs) are not affected by the new FTL rules (unless they
provide for protection, in which case they would have to be adapted to the level of Subpart
Q).
While setting a welcome pan-European minimum level, the provisions of Subpart Q
have never been subject to a scientific and medical evaluation. Hence, they are not based
on sound scientific evidence as to their ability to prevent pilot fatigue. The Cologne-based
European Agency for Aviation Safety is mandated to carry out such an evaluation by the
end of 2008, the results of which could result in future changes to the FTL rules.
Summarising the provisions of Subpart Q, this guide aims at facilitating the understanding
of Europe's new FTL rules.
7.2. Objectives & Scope
(Refer to: AAR–OPS1 16.2, Appendix 1 to AAR–OPS1 16.4)
This chapter establishes the requirements to be met by Azerbaijan Airlines and its crew
members with regard to flight and duty time limitations and rest requirements for flight and
cabin crew members.
AZAL, the crew members and the Authority each have well defined responsibilities.
AZAL must, amongst others:

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 produce rosters sufficiently in advance;

 nominate a home base for each crew member;
 appreciate the relationship of how the work is rostered and the rest periods;
 give consideration to the cumulative effects of long duty hours and minimum rest;
 ensures flight time accrued by flight crew members in commercial operations other
than those of the Operator, is considered in the calculation of flight crew member
flight and duty time limitations,
 provides rest periods for flight crew members that are concurrently qualified to
operate aircraft of different types, or operate variants within one type, that enable
crew to overcome previous duties and be well rested for their next duty,
 considers the following as duty time for the purposes of determining required rest
periods and calculating duty time limitations for each operating flight crew member:
• entire duration of the flight;
• pre-operating deadhead time;
• training periods prior to a flight;
• office time prior to a flight for management flight crew members.
Note: It is required for management flight crew members not attend the office being planned for flight day.
(for office time prior to flight)
The pilot must:
 not operate if they know that they are suffering from or likely to suffer from fatigue
or feels unfit, to the extent that they would endanger the flight,
 must make optimum use of the opportunities and facilities for rest and plan their
rest periods properly.
The Authority may:
 grant variations in accordance with applicable laws and procedures and in
consultation with the interested parties,
 such variations must achieve an equivalent level of safety and accompanied by
suitable mitigation measures where appropriate.
7.3. Definitions
(Refer to: AAR–OPS1 16.2/Subpart P)
“Acclimatised” means a state in which a crew member’s circadian biological clock is
synchronised to the time zone where the crew member is. A crew member is considered to
be acclimatised to a 2‐hour wide time zone surrounding the local time at the point of
departure. When the local time at the place where a duty commences differs by more
than 2 hours from the local time at the place where the next duty starts, the crew
member, for the calculation of the maximum daily flight duty period, is considered to be
acclimatised in accordance with the values in the Table 1.
Acclimatisation process is also known as re-adaptation.

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Table 1
Time difference (h) between reference Time elapsed since reporting at reference time
time and local time where the crew
member starts the next duty
<48 48-71:59 72-95:59 96-119:59 ≥120
<4 B D D D D
≥ 4 and ≤6 B X D D D
> 6 and ≤ 9 B X X D D
> 9 and ≤ 12 B X X X D
“B” means acclimatised to the local time of the departure time zone,
“D” means acclimatised to the local time where the crew member starts his/her next duty, and
“X” means that the crew member is in an unknown state of acclimatisation;
Table 1 is to be applied when a CM has exited the zone +/- 2 hours from the previous
reference time.
“Reference Time” means the local time at the reporting point situated in a 2‐hour wide
time zone band around the local time where a crew member is acclimatised;
Example: A crew member is acclimatised to the local time in Baku and reports for
duty in Paris. The reference time is the local time in Paris.
A CM who is in an acclimated state remains in an acclimated state as long as they remain
within a zone +/-2 hours either side of the time zone in which the CM is acclimated to.
Flying across time zones exposes the circadian body clock to sudden shifts in the
day/night cycle. Because of its sensitivity to light and (to a lesser extent) social time cues,
the circadian body clock will eventually adapt to a new time zone.
Time difference between reference time zone and local time, is simply the difference
between the time zone where the CM was last acclimated to, and the time zone where a
crewmember will begin the next duty.
If after starting a duty acclimatised you then travel through a two hour time zone (+/-2) (but
not beyond), are subject to a rest period, and then travel through another two hour time
zone (+/-2), when you arrive at the second destination you will always be acclimatised.
This is true if both journeys are in the same direction, as in two positive time zone changes
of two hours.
As long as you do not ‘jump’ more than two time zones and have a rest period in between
each ‘jump’ then you will always remain acclimatised.
A crew member remains acclimatised to the local time of his/her reference time during 47
hours 59 minutes after reporting no matter how many time zones he/she has crossed.
The maximum daily FDP for acclimatised crew members is determined by using table 1 of
7.10.2 Basic Maximum Daily FDP (1) with the reference time of the point of departure.
As soon as 48 hours have elapsed, the state of acclimatisation is derived from the time
elapsed since reporting at reference time and the number of time zones crossed.

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Accommodation - means, for the purpose of standby and split duty, a quiet and
comfortable place not open to the public with the ability to control light and temperature,
equipped with adequate furniture that provides a crew member with the possibility to sleep,
with enough capacity to accommodate all crew members present at the same time and
with access to food and drink;
Adequate Furniture for ‘Accommodation’ - adequate furniture for crew member
accommodation should include a seat that reclines at least 45° back angle to the vertical,
has a seat width of at least 20 inches (50 cm) and provides leg and foot support.
Afternoon Nap Window - A time of increased sleepiness in the middle of the afternoon.
is a good time to try to nap. On the other hand, it is also a time when it is more difficult
to stay awake, so unintentional micro-sleeps are more likely,especially if recent sleep has
been restricted
Augmented Long Range Operations - Flights where the flight duty period is extended
through the use of augmented crews, allowing crewmembers the opportunity for in-flight
rest.
Augmented Flight Crew - A flight crew which comprises more than the minimum
number required for the operation of the aircraft 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 aircraft first moving from its parking place under its
own power for the purpose of taking off until the moment it comes to rest on the
designated parking position and all engines or propellers are stopped (from OFF BLOCK
to ON BLOCK).
Calendar Day - means a 24-hour period from 00:00 through 23:59 using base time
Chronic fatigue - In fatigue risk management, chronic fatigue refers to the sleepiness
and performance impairment that accumulate when sleep is restricted day after day.
These effects can be reversed by obtaining adequate recovery sleep (also see cumulative
sleep debt).
Controlled flight deck napping - An effective mitigation strategy to be used as needed
in response to fatigue experienced during flight operations. It should not be used as a
scheduling tool, i.e., as a planned strategy to enable extended duty periods.
Countermeasures – Personal mitigation strategies that crewmembers can use to reduce
their own fatigue risk. Sometimes divided into strategic countermeasures (for use at home
and on layovers, for example good sleep habits, napping before night duty), and
operational countermeasures for use in flight, for example controlled rest on the flight
deck.
Cumulative sleep debt - Sleep loss accumulated when sleep is insufficient for multiple
nights (or 24-hr days) in a row. As cumulative sleep debt builds up, performance
impairment and objective sleepiness increase progressively, and people tend to become
less reliable at assessing their own level of impairment

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Crew member (CM) - means a crew member who is assigned to a duty period, either
operating or non-operating.
Determination of Disruptive Schedules - if a crew member is acclimatised to the local
time at his/her home base, the local time at the home base should be used to consider an
FDP as ‘disruptive schedule’. This applies to operations within the 2-hour wide time zone
surrounding the local time at the home base, if a crew member is acclimatised to the local
time at his/her home base.
Duty - Any task that a crew member is required to carry out associated with the business
of an AZAL holder. (However, the extent that standby is to be accounted for as duty is
defined by the Authority - see below.)
Duty Period - A period which starts when a crew member is required by AZAL to
commence a duty period and ends when the crew member is free from all duties.
Disruptive Schedule - means a crew member’s roster which disrupts the sleep
opportunity during the optimal sleep time window by comprising an FDP or a combination
of FDPs which encroach, start or finish during any portion of the day or of the night where
a crew member is acclimatised. A schedule may be disruptive due to early starts, late
finishes or night duties.
(a) early type - of disruptive schedule means:
(i) early start - a duty period starting in the period between 05:00 and 05:59 in the
time zone to which a crew member is acclimatised; and
(ii) late finish - a duty period finishing in the period between 23:00 and 01:59 in
the
time zone to which a crew member is acclimatised;
(b) late type - of disruptive schedule means:
(i) early start - a duty period starting in the period between 05:00 and 06:59 in
the time zone to which a crew member is acclimatised; and
(ii) late finish - a duty period finishing in the period between 00:00 and 01:59 in
the time zone to which a crew member is acclimatised
Evening Type - A person whose natural sleep time is later than average as a result of the
characteristics of their circadian biological clock. There is also a developmental trend to
become more evening-type across puberty, which reverses for most people in adulthood.
Fatigue - a physiological state of reduced mental or physical performance capability
resulting from sleep loss or extended wakefulness, circadian phase, or workload (mental
and/or physical activity) that can impair a crew member’s alertness and ability to safely
operate an aircraft or perform safety-related duties. (e.)
Fatigue Risk Management System (FRMS) - a data-driven means of continuously
monitoring and managing fatigue-related safety risks, based upon scientific principles and
knowledge as well as operational experience that aims to ensure relevant personnel are
performing at adequate levels of alertness.

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Flight Duty Period (FDP) - means a period that commences when a crew member is
required to report for duty, which includes a sector or a series of sectors, and finishes
when the aircraft finally comes to rest and the engines are shut down, at the end of the last
sector on which the crew member acts as an operating crew member;
Flight Time- means, for aeroplanes and touring motor gliders, the time between an aircraft
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 shut down;
Jet Lag - Desynchronization between the circadian body clock and the day/night cycle
caused by transmeridian flight (experienced as a sudden shift in the day/night cycle). Also
results in internal desynchronization between rhythms in different body functions.
Common symptoms include wanting to eat and sleep at times that are out of step with the
local routine, problems with digestion, degraded performance on mental and physical
tasks, and mood changes. Resolves when sufficient time is spent in the new time zone for
the circadian body clock to become fully adapted to local time.
Home Base - The location nominated by the AZAL 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 AZAL is not responsible for the accommodation of the
crew member concerned.
“Prescriptive Fatigue Management Regulations” - provide the baseline, in terms of

safety equivalence. It must be based on scientific principles, knowledge and
operational experience:
A prescriptive approach that requires the Service Provider to comply with duty time limits
defined by the State, while managing fatigue hazards using the SMS processes that are in
place for managing safety hazards in general where, under normal conditions, the AZAL
is not responsible for the accommodation of the crew member concerned.
Local Day - A period of 8 hours falling between 06:00 hours and 21:59 hours local time.
Local Night - A period of 8 hours falling between 22:00 hours and 05:59 hours local time.
Micro-sleep - A short period of time (seconds) when the brain disengages from the
environment (it stops processing visual information and sounds) and slips uncontrollably
into light non-REM sleep. Micro- sleeps are a sign of extreme physiological sleepiness.
Mitigations - System-level interventions designed to reduce a specific identified fatigue
risk. Examples include: increasing the number of crewmembers at a base, use of reserve
crew, educating crewmembers on how to obtain optimal in-flight sleep, Captain’s
discretion to re-organize in-flight rest arrangements on the day of flight in response to
crewmembers’ fatigue levels and operational conditions, etc.
Morning Type - A person whose natural sleep time is earlier than average as a result of
the characteristics of their circadian biological clock. There is also a developmental trend
to become more morning-type across adulthood

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Nap -A brief period of sleep, usually defined as less than half of a full night time sleep
period. Naps as short as 5 minutes have been shown to provide (temporary) relief from
the cumulative effects of sleep loss – also see controlled flight deck napping
Night Duty - means a duty period encroaching any portion of the period between 02:00
and 04:59 in the time zone to which the crew is acclimatised;
Operating Crew Member - A crew member who carries out his duties in an aircraft during
a flight or during any part of a flight.
Operating crew member - a person on board an aircraft is either a crew member or a
passenger. If a crew member is not a passenger on board an aircraft he/she should be
considered as ‘carrying out duties’. The crew member remains an operating crew member
during in-flight rest. In-flight rest counts in full as FDP, and for the purpose of AAR OPS
16.20
Positioning - The transferring of a non-operating crew member from place to place, at the
behest of the AZAL, excluding travelling time. Travelling time is defined as:
(i) time from home to a designated reporting place and vice versa;
(ii) time for local transfer from a place of rest to the commencement of duty and vice
versa.
Recovery Sleep - Sleep required for recovery from the effects of acute sleep loss (in one
24-hour period) or cumulative sleep debt (over multiple consecutive 24-hour periods).
Recovery sleep may be slightly longer than usual, but lost sleep is not recovered hour-for-
hour. Two nights of unrestricted sleep (when a crewmember is fully adapted to the local
time zone) are typically required for recovery of normal sleep structure (non-REM/REM
cycles). Recent laboratory research suggests that recovery of optimal waking function
may take more than two nights of recovery sleep.
Rest facility - means a bunk or seat with leg and foot support suitable for crew members’
sleeping on board an aircraft;
Reserve - means a period of time during which a crew member is required by the operator
to be available to receive an assignment for an FDP, positioning or other duty notified at
least 10 hours in advance;
Rest Period - An uninterrupted and defined period of time during which a crew member is
free from all duties and airport standby.
Rotation - is a duty or a series of duties, including at least one flight duty, and rest periods
out of home base, starting at home base and ending when returning to home base for a
rest period where the operator is no longer responsible for the accommodation of the crew
member;
Safety Management System (SMS) - A systematic approach to managing safety,
including the necessary organizational structures, accountabilities, policies and
procedures.
Sector - means the segment of an FDP between an aircraft first moving for the purpose of
taking off until it comes to rest after landing on the designated parking position;
Travelling/Proceeding: All time sspent by a crew member transiting between the place of
rest, and the place of reporting for duty

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Sleep - A reversible state in which conscious control of the brain is absent and
processing of sensory information from the environment is minimal. The brain goes “off-
line” to sort and store the day’s experiences and replenish essential systems depleted by
waking activities. A complex series of processes characterized by alternation between
two different brain states: non-REM sleep and REM sleep
Restriction Obtaining less sleep than needed (‘trimming’ sleep) across at least two
consecutive nights. The effects of sleep restriction accumulate, with performance
impairment and objective sleepiness increasing progressively. The need for sleep will
eventually build to the point where people fall asleep uncontrollably (see micro-sleep
Sleep Disorders - A range of problems that make it impossible to obtain restorative
sleep, even when enough time is spent trying to sleep. More than 80 different sleep
disorders have been identified, that can cause varying amounts of sleep disruption.
Examples include obstructive sleep apnea, the insomnias, narcolepsy, and periodic limb
movements during sleep
Sleep Need - The amount of sleep that is required on a regular basis to maintain optimal
levels of waking alertness and performance. Very difficult to measure in practice because
of individual differences. In addition, because many people live with chronic sleep
restriction, when they have the opportunity for unrestricted sleep, their sleep may be
longer than their theoretical ‘sleep need’ due to recovery sleep.
Single Day Free of Duty - means, a time free of all duties and standby consisting of one
day and two local nights, which is notified in advance. A rest period may be included as
part of the single day free of duty; . A rest period may be included as part of the day off.
Slow-Wave Sleep - The two deepest stages of non-REM sleep (stages 3 and 4),
characterized by high amplitude slow brainwaves (EEG dominated by 0.5-4 Hz).
Standby - means a pre-notified and 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;
Airport Standby - means a standby performed at the airport;
Other Standby - means a standby either at home or in a suitable accommodation;
Suitable accommodation - means, for the purpose of standby, split duty, and rest, a
separate room for each crew member located in a quiet environment and equipped with a
bed, which is sufficiently ventilated, has a device for regulating temperature and light
intensity, and access to food and drink;
Standard Time (STD) - the official local time of a region or country determined by the
distance from Greenwich of a line of longitude passing through the area
Split Duty (Break) - means a period free of all duties, which counts as duty, being less
than a rest period.
Transient fatigue - Impairment accumulated across a single duty period, from which
complete recovery is possible during the next rest period.

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Unrestricted sleep - Sleep which is not restricted by duty demands. Sleep can begin
when a crewmember feels sleepy, and does not have to be delayed because of duty
demands. In addition, the crewmember can wake up spontaneously and does not have to
set the alarm to be up in time for duty.
Window of Circadian Low (WOCL) - means the period between 02:00 and 05:59 hours
in the time zone to which a crew member is acclimatised.
Also: is best estimated by the hours between 02:00 and 06:00 for individuals adapted to a
usual day‐wake/ night sleep schedule.
This estimate of the window is calculated from scientific data on the circadian low of
performance, alertness, subject report (i.e., peak fatigue), and body temperature.
For flight duty periods that cross 3 or fewer time zones, the window of circadian low is
estimated to be 02:00 to 06:00 home‐base/ domicile time.
For flight duty periods that cross 4 or more time zones, the window of circadian low is
estimated to be 02:00 to 06:00 home‐base/ domicile time for the first 48 hours only.
After a crew member remains more than 48 hours away from home base/ domicile time,
the window of circadian low is estimated to be 02:00 to 06:00 referred to local time at the
point of departure.
7.4. Home Base
(Refer to: AAR-OPS1 16.11/Subpart P)
The home base is a single airport location assigned with a high degree of permanence.
AZAL assigns home base to each crew member.
In the case of a change of home base, the first recurrent extended recovery rest period
prior to starting duty at the new home base is increased to 72 hours, including 3 local
nights.
Travelling time between the former home base and the new home base is positioning.
7.5. Travelling Time
Crew members should consider making arrangements for temporary accommodation
closer to their home base if the travelling time from their residence to their home base
usually exceeds 90 minutes.
7.6. Operator Responsibilities
(Refer to: AAR-OPS1 16.3/Subpart Q,)
AZAL is responsible for:
a) Publishing duty rosters minimum 24-hours in advance covering the period of
minimum 14 days sufficiently to provide the opportunity for crew members to plan
adequate rest;
b) For planning flight time, flight duty period, duty period and rest period limitation
within the prescriptive fatigue management regulations and provide a level of safety
equivalent to or better than the prescriptive fatigue management regulations;
c) Defining reporting times that allow sufficient time for ground duties;

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d) Provides rest periods of sufficient time to enable crew members to overcome the
effects of the previous duties and to be rested by the start of the following flight duty
period;
e) Schedules recurrent extended recovery rest periods and notify crew members
sufficiently in advance;
f) Complying with the provisions concerning disruptive schedules according delayed
type;
g) Scheduling flight duties in order to be completed within the allowable flight duty
period taking into account the time necessary for pre-flight duties,
a) Changing a schedule and/or crew arrangements if the actual operation exceeds the
maximum flight duty period on more than 33% of the flight duties in that schedule
during a scheduled seasonal period.
7.7. Flight Crew Scheduling
(Refer to: AAR–OPS1 16.3, Subpart P, AMC1 ORO.FTL.110)
Scheduling has an important impact on a crew member’s ability to sleep and to maintain a
proper level of alertness;
When developing a workable roster, Azerbaijan Airlines strikes a fair balance between the
commercial needs and the capacity of individual crew members to work effectively.
Rosters are developed in such a way that they distribute the amount of work evenly among
those that are involved;
Schedules allow for flights to be completed within the maximum permitted flight duty period
and flight rosters take into account the time needed for pre-flight duties, taxiing, the flight-
and turnaround times. Other factors to be considered when planning duty periods include:
Scheduling sufficient rest periods especially after long flights crossing many time zones;
and;
Preparation of duty rosters sufficiently in advance with planning of recurrent extended
recovery rest periods and notification of the crew members well in advance to plan
adequate pre-duty rest.
7.8. Crew Member Responsibilities
(Refer to: AAR-OPS 16.8, Subpart P,)
A) Crew Members comply with point AAR OPS1 16.08 which states specifically as follows:
• comply with all flight and duty time limitations (FTL) and rest requirements applicable
to their activities.
• when undertaking duties for more than one operator:
- maintain his/her individual records regarding flight and duty times and rest periods
as referred to in applicable FTL requirements; and
- provide each operator with the date needed to schedule activities in accordance
with the applicable FTL requirements.
• The crew member does not perform duties on an aircraft:

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- If he/she knows or suspects that he/she is suffering from fatigue or feels otherwise
unfit, to the extent that the flight may be endangered.
B) Make optimum use of the opportunities and facilities for rest provided and plan and use
their rest periods properly.
7.9. Flight Duty Period (FDP)
(Refer to: AAR-OPS1 16.12, Subpart P)
Azerbaijan Airlines has:
1. Defined reporting times in Chapter 7.9.1 Reporting Time Procedure;
2. Establishes procedures in Chapter 7.9.2 Reduce the Actual FDP and/or Increase the
Rest Period specifying how the commander will, in case of special circumstances which
could lead to severe fatigue, and after consultation with the crew members concerned,
reduce the actual FDP and/or increase the rest period in order to eliminate any detrimental
effect on flight safety.
7.9.1. Reporting Time Procedure
AZAL defines a reporting time or minimum at least 1.5 hrs before scheduled time of
departure of the first flight.
7.9.2. Reduce the Actual FDP and/or Increase the Rest Period
Azerbaijan Airlines applies the procedures that commander shall, in case of special
circumstances which could lead to severe fatigue, and after consultation with the crew
members concerned, reduce the actual FDP and/or increase the rest period in order to
eliminate any detrimental effect on flight safety and commander shall report this situation
to Deputy Executive Director on Flight Operations - Flight Operations Director y.
7.9.3. Basic Maximum Daily Flight Duty Period
The maximum daily FDP without the use of extensions for acclimatised crew
members in accordance with the following Table 2:

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The maximum daily FDP when crew members are in an unknown state of acclimatisation
is in accordance with the following table:
Table 3: Crew members in an unknown state of acclimatisation
Maximum daily FDP according to sectors

1-2 3 4 5 6 7 8
11:00 10:30 10:00 9:30 9:00 9:00 9:00
1) The maximum daily FDP when crew members are in an unknown state of
acclimatisation and the AZAL has implemented a FRM is in accordance with the
following table:
Table 4: Crew members in an unknown state of acclimatisation under FRM
Maximum daily FDP according to sectors

1-2 3 4 5 6 7 8
12:00 11:30 11:00 10:30 10:00 9:30 9:00
7.9.4. FDP with Different Reporting Time for Flight Crew and Cabin
Crew
Whenever cabin crew requires more time than the flight crew for their pre-flight briefing for
the same sector or series of sectors, the FDP of the cabin crew may be extended by the
difference in reporting time between the cabin crew and the flight crew. The difference
doesn`t exceed 1 hour. The maximum daily FDP for cabin crew is based on the time at
which the flight crew report for their FDP, but the FDP starts at the reporting time of the
cabin crew.
7.9.5. Maximum Daily FDP for Acclimatised Crew Members with the
use of Extensions without in-Flight Rest
1) The maximum daily FDP may be extended by up to 1 hour not more than twice in any 7
consecutive days. In that case:
(i) the minimum pre-flight and post-flight rest periods is increased by 2 hours; or
(ii) the post-flight rest period is increased by 4 hours.
2) When extensions are used for consecutive FDPs, the additional pre- and post- flight rest
between the two extended FDPs required under subparagraph 1 is provided
consecutively.
3) The use of the extension is planned in advance, and limited to a maximum of:
i) 5 sectors when the WOCL is not encroached; or
ii) 4 sectors, when the WOCL is encroached by 2 hours or less; or
iii) 2 sectors, when the WOCL is encroached by more than 2 hours.
4) Extension of the maximum basic daily FDP without in-flight rest is not combined with
extensions due to in-flight rest or split duty in the same duty period.

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5) Flight time specification schemes specifies the limits for extensions of the maximum
basic daily FDP in accordance with the certification specifications applicable to the type of
operation, taking into account:
i) the number of sectors flown; and
ii) WOCL encroachment.
7.9.6. Maximum daily FDP with the use of Extensions due to in-
Flight Rest
1) Flight time specification schemes specifies the conditions for extensions of the
maximum basic daily FDP with in-flight rest in accordance with the certification
specifications applicable to the type of operation, taking into account:
i) the number of sectors flown;
ii) the minimum in-flight rest allocated to each crew member;
iii) the type of in-flight rest facilities; and
iv) the augmentation of the basic flight crew
7.9.7. Night Duties
Night Duty complies with the following:
1) When establishing the maximum FDP for consecutive night duties, the number of
sectors is limited to 4 sectors per duty.
2) AZAL applies appropriate fatigue risk management to actively manage the fatiguing
effect of night duties of more than 10 hours in relation to the surrounding duties and rest
periods
7.9.8. Night Duties-Appropriate Fatigue Risk Management
(a) When rostering night duties of more than 10 hours (referred to below as ‘long night
duties’), it is critical for the crew member to obtain sufficient sleep before such duties when
he/she is adapted to being awake during day time hours at the local time where he/she is
acclimatised.
To optimise alertness on long night duties, the likelihood of obtaining sleep as close as
possible to the start of the FDP is considered, when rostering rest periods before long
night duties, by providing sufficient time to the crew member to adapt to being awake
during the night.
Rostering practices leading to extended wakefulness before reporting for such duties is
avoided. Fatigue risk management principles is applied to the rostering of long night duties
includes:
1) avoiding long night duties after extended recovery rest periods
2) progressively delaying the rostered ending time of the FDPs preceding long night
duties;
(3) starting a block of night duties with a shorter FDP; and
4) avoiding the sequence of early starts and long night duties.

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b) Fatigue risk management principles are applied to the rostering of long night duties by
means of:
1) considering operational experience and data collected on similar operations;
2) evidence-based scheduling practices; and
3) bio-mathematical models.
7.9.9. Extension of FDP Without in-Flight Rest
The extension of FDP without in-flight rest is limited to the values specified in the table
below.
Maximum daily FDP with extension
7.9.10. Extension of FDP due to in-Flight Rest (Augmentation)

In-flight rest facilities (in accordance with AAR OPS1 16.12(e)) fulfil the following minimum
standards:
 ‘Class 1 rest facility’ means a bunk or other surface that allows for a flat or near flat
sleeping position. It reclines to at least 80° back angle to the vertical and is located
separately from both the flight crew compartment and the passenger cabin in an
area that allows the crew member to control light, and provides isolation from noise
and disturbance;
 ‘Class 2 rest facility’ means a seat in an aircraft cabin that reclines at least 45° back
angle to the vertical, has at least a pitch of 55 inches (137.5 cm), a seat width of at
least 20 inches (50 cm) and provides leg and foot support. It is separated from
passengers by at least a curtain to provide darkness and some sound mitigation,
and is reasonably free from disturbance by passengers or crew members;
 ‘Class 3 rest facility’ means a seat in an aircraft cabin or flight crew compartment
that reclines at least 40° from the vertical, provides leg and foot support and is
separated from passengers by at least a curtain to provide darkness and some
sound mitigation, and is not adjacent to any seat occupied by passengers.
1) The Extension of FDP with in-Flight Rest complies with the following:

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i) the FDP is limited to 3 sectors; and
ii) the minimum in-flight rest period is a consecutive 90-minute period for each crew
member and 2 consecutive hours for the flight crew members at control during landing.
2) The maximum daily FDP is extended due to inflight rest for flight crew:
i) with one additional flight crew member:
A) up to 14 hours with class 3 rest facilities;
B) up to 15 hours with class 2 rest facilities; or
C) up to 16 hours with class 1 rest facilities;
ii) with two additional flight crew members:
A) up to 15 hours with class 3 rest facilities;
B) up to 16 hours with class 2 rest facilities; or
C) up to 17 hours with class 1 rest facilities.
3) The minimum in-flight rest for each cabin crew member is accordance with the following
Table:
4) The limits specified in (2) may be increased by 1 hour for FDPs that include 1 sector of
more than 9 hours of continuous flight time and a maximum of 2 sectors.
5) All time spent in the rest facility is counted as FDP.
6) The minimum rest at destination is at least as long as the preceding duty period, or 14
hours, whichever is greater.
7) A crew member does not start a positioning sector to become part of this operating crew
on the same flight.
7.9.11. Unforeseen Circumstances in Flight Operations
7.9.11.1. Pilot-in-Command’s Discretion
(1) The conditions to modify the limits on flight duty, duty and rest periods by the pilot-in-
command in the case of unforeseen circumstances in flight operations, which start at or
after the reporting time, complies with the following:
(i) The maximum daily FDP which results after applying points 7.9.3 Basic Maximum
Daily Flight Duty Period and 7.10.5 Split Duty may not be increased by more than 2
hours unless the flight crew has been augmented, in which case the maximum flight
duty period may be increased by not more than 3 hours;

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(ii) if on the final sector within an FDP the allowed increase is exceeded because of
unforeseen circumstances after take-off, the flight may continue to the planned
destination or alternate aerodrome; and
(iii) The rest period following the FDP may be reduced but can never be less than 10
hours.
2) In case of unforeseen circumstances which could lead to severe fatigue, the pilot-in-
command shall reduce the actual flight duty period and/or increase the rest period in order
to eliminate any detrimental effect on flight safety in accordance with procedure 7.9.2
Reduce the Actual FDP and/or Increase The Rest Period.
3) The pilot-in-command consults all crew members on their alertness levels before
deciding the modifications under subparagraphs (1) and (2).
4) The pilot-in-command submits a report to the Azerbaijan Airlines when an FDP is
increased or a rest period is reduced at his or her discretion.
5) Where the increase of an FDP or reduction of a rest period exceeds 1 hour, a copy of
the report, to which the Azerbaijan Airlines add its comments, is sent by the AZAL to the
SCAA not later than 28 days after the event
6) AZAL has implemented a non-punitive process for the use of the discretion described
under this provision:
If the Commander decides to modify the limits of flight duty, duty and rest periods in the
case of unforeseen circumstances in flight operations, which start at or after the reporting
time the following procedure is to be applied in order to identify the reason for the
circumstances and to implement measures to avoid similar requirements in the future:
- Inform OCC at earliest convenience about the necessity to modify FDP, duty or rest
period. This can be done during flight by HF (STO radio) or any other appropriate
communication equipment (ACARS, satellite phone) or on ground by phone.
- Documentation of the circumstances requiring reduction of FDP/increase of rest in a
report (Non-compliance report). In case, other crew members are involved, their identity
has to be included and they have to acknowledge that they have received a copy of the
report.
7) Azerbaijan Airlines takes into consideration the shared responsibility of management,
flight and cabin crew in the case of unforeseen circumstances. The exercise of
commander’s discretion should be considered exceptional and should be avoided at home
base and/or company hubs where standby or reserve crew members be available. AZAL
asses on a regular basis the series of pairings where commander’s discretion has been
exercised in order to be aware of possible inconsistencies in their rostering.
8) AZAL’s policy on commander’s discretion states the safety objectives, especially in the
case of an extended FDP or reduced rest and takes due consideration of additional factors
that might decrease a crew member’s alertness levels, such as:
1) WOCL encroachment;
2) Weather conditions;
3) Complexity of the operation and/or airport environment;
4) Aeroplane malfunctions or specifications;

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5) Flight with training or supervisory duties;
6) Increased number of sectors;
7) Circadian disruption; and
8) Individual conditions of affected crew members (time since awake, sleep-related
factor, workload, etc.).
7.9.11.2. Delayed Reporting
AZAL may delay the reporting time in the event of unforeseen circumstances regarding to
delayed reporting procedure specified in 7.9.11.3 Delayed Reporting Procedure
AZAL keeps records of delayed reporting. Delayed reporting procedures establish a
notification time allowing a crew member to remain in his/her suitable accommodation
when the delayed reporting procedure is activated. In such a case, if the crew member is
informed of the delayed reporting time, the FDP is calculated as follows:
(i) one notification of a delay leads to the calculation of the maximum FDP according to
(iii) or (iv);
(ii) if the reporting time is further amended, the FDP starts counting 1 hour after the
second notification or at the original delayed reporting time if this is earlier;
(iii) when the delay is less than 4 hours, the maximum FDP is calculated based on the
original reporting time and the FDP starts counting at the delayed reporting time;
(iv) when the delay is 4 hours or more, the maximum FDP is calculated based on the
more limiting of the original or the delayed reporting time and the FDP starts counting at
the delayed reporting time;
(v) as an exception to (i) and (ii), when the operator informs the crew member of a delay
of 10 hours or more in reporting time and the crew member is not further disturbed by
the operator, such delay of 10 hours or more counts as a rest period.
Delayed Reporting < 10 hours Max FDP Calculation FDP Start Time
Based on original reporting
First Notification < Delay 4 hrs
time At delayed reporting time
Based on more limiting of
First Notification ≥ Delay 4 hrs
original reporting time or
1 hour after second
Second Notification delayed reporting time
notification or at original
reporting time if earlier
Delayed Reporting ≥ 10 Max FDP Calculation FDP Start Time

hours
Based on delayed reporting At delayed reporting time
Delay ≥10 hrs *
time
* When AZAL informs the crew member of a delay of 10 hours or more in reporting time
and the crew member is not further disturbed by the Azerbaijan Airlines, such delay of 10
hours or more counts as a rest period.

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7.9.11.3. Delayed Reporting Procedure
Azerbaijan Airlines procedure for delayed reporting:
- Specifies the contact mode;
- Establishes minimum and maximum notification times; and
- Avoids interference with sleeping patterns when possible.
Upon receiving information about expected delay OCC together with crewplanning or crew
tracking determines whether the flight will be cancelled or delayed; in case of cancellation,
crew will be notified as soon as reasonable possible. However for both, delay and
cancellation, the following procedures should be adhered to, to the extent reasonable
possible:
If the old reporting time is in less than 5 hours, the crew member should be contacted from
crew planning or crew tracking by textmessage (SMS) on their stored contact mobile
phone numbers saying that there is delayed reporting, a change in crew web portal and a
callback from the crew member is requested. Telephone calls should be avoided to the
extent possible when there is reason to assume that a crew member is sleeping.
However if there is no telephone contact from crew member to crew dispatch/OCC and
remaining time to old reporting time is less than 120 minutes, the crew may contacted by
all avaliable means including telephone to enable him/her to remain in his/her suitable
accomodation.
7.10. Flight Times and Duty Periods
7.10.1. Duty Periods
(Refer to: AAR-OPS1 16.20)
Flight time specification schemes specify the following elements of flight times and duty
periods:
The total duty period of crew members (cabin crew) in flight and on the ground does not
exceed:
i) 36 hours during of 7 consecutive days;
ii) 160 hours during of 28 consecutive calendar days;
iii) in exceptional cases overtime work is permitted, to be registered as required by
legislation and shall not exceed 20 hours a month and 120 hours a year for each crew
member
iv) duty time include medical certification period, which is 2 days.
7.10.2. Flight Times
(Refer to: AAR-OPS 16.20 (B)
The total flight time of the sectors on which an individual crew member is assigned as an
operating crew member do not exceed:
1) 100 hours of flight time in any 28 consecutive days;
2) 900 hours of flight time in any calendar year; and
3) 1 000 hours of flight time in any 12 consecutive calendar months.

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Extensions:
Maximum Basic Block Time (MBBT) may be extended 5% per month for middle range
flights, and 10% per month for long range flights.
Maximum extension must not exceed MBBT for 1 year.
If required, after having reached an agreement with the crew member, medical clearance,
and SCAA approvement MBBT may be extended by the operator by 25% in 30 days,
maximum of 3 times per year, but not in consecutive month.
Maximum extension must not exceed MBBT for 1 year.
7.10.3. Post Flight Duty
(Refer to: AAR-OPS1 16.20 (B)
Post flight duty counts as duty period. The minimum time for post-flight duties is 15
minutes after the flight period. The commander may increase this minimum time to
account for unforeseen circumstances.
The post-flight duty times have been assessed on current practices for the aircraft type,
airport conditions and types of operation. These post-flight duty times have been proven
over a period of time to provide sufficient time for passenger disembarkation and
completion of the necessary post-flight duties.
Any new types of operation and temporary home bases will be assessed accordingly
under the same criteria.
7.10.4. Positioning
AZAL positions a crew member, the following applies:
(a) Positioning is not counted as a sector, but positioning after reporting and prior to
operating is counted as FDP;
(b) All time spent on positioning counts as duty period.
7.10.5. Split Duty
The increase of limits on flight duty complies with the following:
a) The break on the ground within the FDP has a minimum duration of 3 consecutive
hours;
b) The break on the ground counts in full as FDP;
c) Split duty does not follow a reduced rest;
d) The break excludes the time allowed for post and pre-flight duties and travelling;
e) Azerbaijan Airlines gives total 30 minutes time for post and pre-flight duties and
travelling.

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If the suitable accommodation is provided, the maximum FDP (specified in 7.9.2
Basic Maximum Daily Flight Duty Period) may be increased by up to 50% of the
break;
f) In all other cases:
1) accommodation is provided; and
2) the maximum FDP may be increased by up to 50% of the break. But, any time of
the actual break exceeding 6 hours or any time of the break that encroaches the
WOCL does not count for the extension of the FDP.
g) Split duty cannot be combined with in-flight rest;
7.10.6. Suitable Accommodation

The priority for arranging suitable accommodation at overnight or temporary base is as
follows:
 5 star hotel
 If not possible, 4 star hotel, European standard
 If not possible, a hotel deemed acceptable by the VP/Executive Director.
 All crew will be planned for single rooms. If this is not possible, the pilots will have
single rooms and cabin attendants may have double rooms. For longer-term
bases, apartments may be provided if suitably furnished hours.
Note: by taking into account separation of males and females
7.10.7. Standby and Duties at the Airport
AZAL assigns crew members to standby or to any duty at the airport, the following applies
in accordance with the certification specifications applicable to the type of operation:
a) standby and any duty at the airport in the roster and the start and end time of standby
defined and notified in advance to the crew members concerned to provide them with the
opportunity to plan adequate rest;
b) a crew member is considered on airport standby from reporting at the reporting point
until the end of the notified airport standby period;
c) airport standby shall count in full as duty period for the purpose of points 7.10.2 Flight
Times , 7.10.1 Duty Periods and 7.11 Rest Periods;
d) any duty at the airport shall count in full as duty period and the FDP counts in full
from the airport duty reporting time;
e) AZAL provides accommodation to the crew member on airport standby;
f) flight time specification schemes specifies the following elements:
1) the maximum duration of any standby;

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(2) the impact of the time spent on standby on the maximum FDP that may be
assigned, taking into account facilities provided to the crew member to rest, and
other relevant factors such as:
- the need for immediate readiness of the crew member,
-the interference of standby with sleep, and
-sufficient notification to protect a sleep opportunity between the call for duty and
the assigned FDP;
3) the minimum rest period following standby which does not lead to assignment of
an FDP;
4) how time spent on standby other than airport standby is counted for the purpose of
cumulative duty periods.
7.10.7.1. Airport Standby
A) Airport Standby
1) If not leading to the assignment of an FDP, airport standby is followed by a Rest Period
as specified in chapter 7.11 Rest Period.
2) If an assigned FDP starts during airport standby, the following applies:
i) the FDP counts from the start of the FDP. The maximum FDP is reduced by any time
spent on standby in excess of 4 hours;
ii) the maximum combined duration of airport standby and assigned FDP is 16 hours.
B) Standby other than airport Standby
1) The maximum duration of standby other than airport standby is 16 hours;
2) AZAL standby procedures are designed to ensure that the combination of standby and
FDP do not lead to more than 18 hours awake time;
3) 25% of time spent on standby other than airport standby counts as duty time for the
purpose chapter 7.10.2 Flight Times and 7.10.1 Duty Periods;
4) standby is followed by a rest period in accordance with chapter 7.11 Rest Period;
5) standby ceases when the crew member reports at the designated reporting point;
6) if standby ceases within the first 6 hours, the maximum FDP counts from reporting;
7) if standby ceases after the first 6 hours, the maximum FDP is reduced by the amount of
standby time exceeding 6 hours;
8) if the FDP is extended due to in-flight rest, or to split duty, the 6 hours of paragraph (6)
and (7) are extended to 8 hours;
9) if standby starts between 23:00 and 07:00, the time between 23:00 and 07:00 does not
count towards the reduction of the FDP under (6), (7) and (8) until the crew member is
contacted by the operator; and

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10) the response time between call and reporting time established by the operator allows
the crew member to arrive from his/her place of rest to the designated reporting point
within a reasonable time.
C) Standby: Awake Time
Scientific research shows that continuous awake in excess of 18 hours can reduce the
alertness and should be avoided.
7.10.7.2. Minimum Rest And Standby
(a) If standby initially assigned is reduced during standby that does not lead to an
assignment to a flight duty period, the minimum rest requirements specified in chapter
Rest Period (Refer to: 7.11 Rest Periods) should apply.
(b) If a minimum rest period is provided before reporting for the duty assigned during the
standby, this time period should not count as standby duty.
(c) Standby other than airport standby counts (partly) as duty for the purpose of Chapter
7.10.2 Flight Times and 7.10.1 Duty Periods only.
If a crew member receives an assignment during standby other than airport standby, the
actual reporting time at the designated reporting point should be used for the purpose of
Rest Period (Refer to: 7.11 Rest Period).
7.10.7.3. Standby Other Than Airport Standby Notification
AZAL provides for the notification of assigned duties during standby other than airport
standby should avoid interference with sleeping patterns if possible.
7.10.8. Reserve
AZAL assigns crew members to reserve, the following requirements applies in accordance
with the certification specifications applicable to the type of operation:
(a) Reserve is in the roster;
(b) An assigned FDP counts from the reporting time;
(c) 12 hours are specified for AZAL as maximum duration of any single reserve period;
(d) Flight time specification schemes specify the following elements:
(1) the maximum duration of any single reserve period;
(2) the number of consecutive reserve days that may be assigned to a crew
member. (paragraph d)Extended Recovery Rest Period)
(e) Reserve times do not count as duty period for the purpose of Flight Times and Duty
Periods and Rest Period;
(f) AZAL defines the maximum number of consecutive reserve days within the limits of
Rest Periods (d) (chapter 7.11 Rest Period).
(g) To protect an 8-hour sleep opportunity, Azerbaijan Airlines rosters a period of 8
hours, taking into account fatigue management principles, for each reserve day
during which a crew member on reserve is not contacted by AZAL.

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(h) Including reserve in a roster, also referred to as 'rostering', implies that a reserve
period that does not result in a duty period may not retrospectively be considered as
part of a recurrent extended recovery rest period.
7.10.8.1. Reserve Notification
AZAL procedures for the notification of assigned duties during reserve avoids interference
with sleeping patterns if possible.
7.10.9. Notification in Advance
The minimum 'at least 10 hours' between the notification of an assignment for any duty
and reporting for that duty during reserve may include the period of 8 hours during which a
crew member on reserve is not contacted by AZAL.
7.11. Rest Periods
(Refer to: AAR OPS1 16.31)
a) Minimum Rest Period at Home Base
1) The minimum rest period provided before undertaking an FDP starting at home base
shall be at least as long as the preceding duty period, or 12 hours, whichever is greater.
2) By way of derogation from point (1), the minimum rest provided under point (b)
applies if Azerbaian Airlines provides suitable accommodation to the crew member at
home base.
b) Minimum Rest Period Away from Home Base
The minimum rest period provided before undertaking an FDP starting away from home
base is at least as long as the preceding duty period, or 10 hours, whichever is greater.
This period includes an 8-hour sleep opportunity in addition to the time for travelling and
physiological needs.
c) Reduced Rest
By derogation from points (a) and (b), flight time specification schemes may reduce the
minimum rest periods in accordance with the certification specifications applicable to the
type of operation and taking into account the following elements:
1) the minimum reduced rest period;
2) the increase of the subsequent rest period; and
3) the reduction of the FDP following the reduced rest.
d) Recurrent Extended Recovery Rest Periods
Flight time specification schemes specifies recurrent extended recovery rest periods to
compensate for cumulative fatigue.
The minimum recurrent extended recovery rest period shall be 36 hours, including 2 local
nights, and in any case the time between the end of one recurrent extended recovery rest
period and the start of the next extended recovery rest period is not more than 168 hours.
The recurrent extended recovery rest period shall be increased to 2 local days twice every
month.

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e) Flight time specification schemes specifies additional rest periods in accordance with
the applicable certification specifications to compensate for:
1) the effects of time zone differences and extensions of the FDP;
2) additional cumulative fatigue due to disruptive schedules; and
3) a change of home base
7.11.1. Days Off
The below paragraph shows the minimum days off apart from the rest periods allocated to
flight crews. The layover period at layover airports are not considered as day off.
One day off begins at 00:00 local time at the home station and lasts 24 hours.
7.11.2. Minimum Days Off
 Per week: 2
 Per month: 8
Following 7 consecutive working days, 3 consecutive days off must be provided.
The duration of paid leave in a year must be not less 24 days. It is possible to divide this
duration into 2 parts, each lasting 2 weeks.
At the home base AZAL must provide, 48 hours off, if during a 7 days period 3 or more
FDP´s, including night flights, were performed.
7.11.3. Disruptive Schedules
1) If a transition from a late finish/night duty to an early start is planned at home base, the
rest period between the 2 FDPs includes 1 local night.
2) If a crew member performs 4 or more night duties, early starts or late finishes between 2
extended recovery rest periods as defined in Rest Period (d), the second extended
recovery rest period is extended to 60 hours.
7.11.4. Time Zone Differences
1) For the purpose of Rest Period, ‘rotation’ is a series of duties, including at least one
flight duty, and rest period out of home base, starting at home base and ending when
returning to home base for a rest period where AZAL is no longer responsible for the
accommodation of the crew member.
2) AZAL monitors rotations and combinations of rotations in terms of their effect on crew
member fatigue, and adapts the rosters as necessary.
3) Time zone differences are compensated by additional rest, as follows:
(i) At home base, if a rotation involves a 4 hour time difference or more, the minimum rest
is as specified in the following table.
Minimum local nights of rest at home base to compensate for time zone differences:
Maximum time difference (h) between Time elapsed (h) since reporting for the first FDP in a
reference time and local time where a rotation involving at least 4-hour time difference to the
crew member rests during a rotation reference time
< 48 48 – 71:59 72 – 95:59 ≥ 96

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≤6 2 2 3 3
> 6 and ≤ 9 2 3 3 4
> 9 and ≤ 12 2 3 4 5
(ii) Away from home base, if an FDP involves a 4-hour time difference or more, the
minimum rest following that FDP is at least as long as the preceding duty period, or 14
hours, whichever is greater. By way of derogation from point (b)(3)(i) and only once
between 2 recurrent extended recovery rest periods as specified in 7.11 Rest Period (d),
the minimum rest provided under this point (b)(3)(ii) may also apply to home base if
Azerbaijan Airlines provides suitable accommodation to the crew member.
4) In case of an Eastward-Westward or Westward-Eastward transition, at least 3 local
nights of rest at home base are provided between alternating rotations.
5) The monitoring of combinations of rotations is conducted under AZAL’s management
system provisions.
7.11.5. Reduced Rest
1) The minimum reduced rest periods under reduced rest arrangements are 12 hours at
home base and 10 hours out of base.
2) Reduced rest is used under fatigue risk management.
3) The rest period following the reduced rest is extended by the difference between the
minimum rest period specified in 7.11 Rest Period (a) or (b) and the reduced rest.
4) The FDP following the reduced rest is reduced by the difference between the minimum
rest period specified in 7.11 Rest Period (a) or (b) as applicable and the reduced rest.
5) There is a maximum of 2 reduced rest periods between 2 recurrent extended recovery
rest periods specified in accordance with Chapter Rest Period (d).
7.11.6. Suitable Accommodation for Crew Members
AZAL may apply the minimum rest period away from home base during a rotation which
includes a rest period at a crew member’s home base.
This applies only if the crew member does not rest at his/her residence, or temporary
accommodation, because AZAL provides suitable accommodation. This type of roster is
known as "back-to-back operation".
7.11.7. Minimum Rest Period Away From Home Base
The time allowed for physiological needs should be 1 hour. Consequently, if the travelling
time to the suitable accommodation is more than 30 minutes, AZAL increases the rest
period by twice the amount of difference of travelling time above 30 minutes.
7.11.8. Time Elapsed Since Reporting
The time elapsed since reporting for a rotation involving at least a 4-hour time difference to
the reference time stops counting when the crew member returns to his/her home base for
a rest period during which AZAL is no longer responsible for the accommodation of the
crew member.

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7.11.9. Records of Home Base, Flight Times, Duty and Rest
Periods
a) AZAL maintains, for a period of 24 months:
1) individual records for each crew member including:
i) flight times;
ii) start, duration and end of each duty period and FDP;
iii) rest periods and days free of all duties; and (iv) assigned home base;
2) reports on extended flight duty periods and reduced rest periods.
b) Upon request, AZAL provides copies of individual records of flight times, duty periods
and rest periods to:
1) the crew member concerned; and
2) to another operator, in relation to a crew member who is or becomes a crew member
of the operator concerned.
c) Crew members who undertake duties for more than one operator shall keep their
records regarding FTL for a period of 24 months.
7.11.10. Fatigue Management Training
AZAL provides initial and recurrent fatigue management training to crew members,
personnel responsible for preparation and maintenance of crew rosters and
management personnel concerned.
This training follows a training programme established by AZAL and described in the
its manual. The training syllabus covers the possible causes and effects of fatigue and
fatigue countermeasure.
7.11.10.1. Training Syllabus Fatigue Management Training
Refer to: AAR-OPS1 16.37.1)
Fatigue Management Online Course starts with definitions and Effects of Fatigue Online
Operations. The course then focuses on Typical Human Sleep Pattern such as Typical
Sleep Pattern, Non-Rem Sleep, Rem Sleep and Sleep Debt Process.
The course also covers Sleep Loss vs. Alcohol Usage including Cognitive Impairment
Threshold and Psychomotor Impairment Threshold. The course is finalized with Circadian
Rhythm (Circadian High, Circadian Low, WOCL, Sleep Inertia Effects, Napping) and
Fatigue Counter – Measures (Operational Fatigue Counter-Measures, Layover or Home
Fatigue Counter- Measures) sections. A short summary is presented for you at the end of
the course. This course meets all state authority regulations.
Courses are constantly monitored and updated when major changes in authority
documentation is released.
The training syllabus contains the following:
a) applicable regulatory requirements for flight, duty and rest;

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Rest Requirements
b) the basics of fatigue including sleep fundamentals and the effects of disturbing the
circadian rhythms;
c) the causes of fatigue, including medical conditions that may lead to fatigue;
d) the effect of fatigue on performance;
e) fatigue countermeasures;
f) the influence of lifestyle, including nutrition, exercise, and family life, on fatigue;
g) familiarity with sleep disorders and their possible treatments;
h) where applicable, the effects of long range operations and heavy short range
schedules on individuals;
i) the effect of operating through and within multiple time zones; and
j) the crew member responsibility for ensuring adequate rest and fitness for flight duty.
7.12. Nutrition
a) During the FDP there is the opportunity for a meal and drink in order to avoid any
detriment to a crew member’s performance, especially when the FDP exceeds 6 hours.
b) AZAL specifies in its operations manual how the crew member’s nutrition during FDP is
ensured.
Meal Opportunity
a) Azerbaijan Airlines specifies the minimum duration of the meal opportunity, when a
meal opportunity is provided, in particular when the FDP encompasses the regular meal
windows (e.g. if the FDP starts at 11:00 hours and ends at 22:00 hours meal opportunities
for two meals should be given).
b) It defines the time frames in which a regular meal should be consumed in order not to
alter the human needs for nutrition without affecting the crew member’s body rhythms.
7.13. Recording of Flight Time
7.13.1. Logbook Recording
Flight time in the pilot’s logbooks is the time between off-block and on-block when the
aircraft is intended to fly (block-time).
Instrument time is the time when the aircraft is operated during IMC or IFR
Night flight time is flight time from civil twilight dusk to dawn.
Landing is a flare completed to touchdown even if a touch and go is performed.
The expression “PIC” in this section is including the Captain.
7.13.2. Recording of Pilots Flight Time
Flight time shall be recorded in the pilot’s logbook (hard or soft version) daily whenever a
flight has been conducted. The pilot is responsible for his own entries. All Proficiency
Checks in the aircraft simulator shall be recorded and signed by the instructor.
Instructors and Examiners will log all flights as PIC. In addition they will log training as
instructor time.

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Rest Requirements
All Captains, including Heavy Crew Duty and also First Officers that have successfully
completed the Captain upgrade line check (in possession of an ATPL), will log all flights as
PIC.
First Officers, whether flying as PF or PNF, will log all flights as Co-pilot. If the First Officer
has successfully completed left-seat simulator training and is undertaking line training for
Captain upgrading, they will log the flights as PIC, or, if the logbook does not contain this
section, as PIC, provided they are in possession of an ATPL.Instrument and night flying
time shall be recorded as above.
A pilot must log at least 3 landings with the aircraft type or perform an operator proficiency
check within 90 days to be current as PIC.
Company pilots are responsible for fulfilling the requirements above and shall immediately
inform the Deputy Executive Director on Flight Operations - Flight Operations Director if
unable to do so.
Sufficiently detailed records of the crewmember's flight duty, duty and rest periods shall be
maintained to ensure compliance with the requirements of this subpart:
 block times,
 flight duty periods,
 duty periods,
 rest periods and local days free of all duties.
7.13.3. Calculation of FDP
Without intermediate landing
1. The flight and cabin crew shall report 1h30min (but not before 2hours) prior to
scheduled departure time.
2. Start-up engines.
3. Shut down engines.
4. End of flight duty.
With intermediate landing
1. The flight and cabin crew shall report 1h30min (but not before 2hours) prior scheduled
departure time;
2. Start-up engines;
3. Shut down engines;
4. Start-up engines again;
5. Shut down engines;
6. End of flight duty.
7.13.4. Records to be Maintained
Crew members records include:
 Block times,
 Start, duration and end of each duty or flight duty periods,
 Rest periods and days free of all duties.

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Rest Requirements
Copies of these records will be made available to the crew member upon request.
If the operator's records do not cover all the crew members' flight duty, duty and rest
periods, the crew member will present his records on request to any operator who employs
them prior to commencing a flight duty period and they will include:
 Block times,
 Start, duration and end of each duty or flight duty periods,
 Rest periods and days free of all duties.
Records shall be kept for 3 years.
7.13.5. Journey Log
The following information for each flight in the form of a Journey Log:
 Aeroplane registration;
 Date;
 Flight number;
 Name(s) of crew member(s);
 Duty assignment of crew member(s);
 Place of Departure
 Place of arrival;
 Time of Departure (off block time);
 Time of arrival (on block time);
 Hours of flight;
 Nature of flight;
 Incidents, observations (if any); and
Commander`s signature (or equivalent)

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Operating Procedures Date: 28-Dec-19
8. Operating Procedures
8.1. Flight Preparation and Execution
Refer to: (AAR–OPS1 4.3)
General
Each flight shall be planned and arranged in accordance with AZAL operational priorities:
 Safety
 Legality
 Passenger comfort Requirements
 Punctuality
As far as these priorities are ensured, economy questions shall be taken into account.
Generally, all AZAL flights are operating in accordance to Instrument Flight Rules (IFR).
Under special circumstances a VFR operation may be permissible if the SCAA has issued
an approval for the concerned route or aerodrome. Refer to: OM Part C for details.
The Flight Crew shall report to the operations office at the airport of departure at least 1
hour 30 minutes ( but not earlier than 2 hours ) prior to scheduled departure time.
The Captain ensures that the crew designated for the flight is available for duty, and if any
crewmember is missing notify the OCC immediately so that a replacement may be quickly
provided to prevent a departure delay.
It is the Captain’s responsibility to ensure that the flight is planned to meet all priorities.
It is the responsibility of the station agent to provide the Flight Crew with standard
departure documentation.
 Computer Flight Plan
 Weather Information
 NOTAM Information
 Load Information
 Number of Passenger
 Trip Information: It is the Captains responsibility to provide the airline
representative or a handling officer concerned with a valid and signed trip
information containing fuel figures and applicable weight limitations before each
flight.
- Depending on situation and up to PIC judgment the calculation of fuel numbers and
weight limitations may be delegated to other flight crew member. However, the final
responsibility on the correctness of the data provided remains within PIC. The
schematic trip information sample is given below with the description of the
abbreviations applied:
• FLIGHT# - full call sign in the form of ICAO 3 letter designator; 2. A/C REG. –
aircraft registration number; 3. DOW - Dry Operating Weight; 4. MZFW –
Maximum Zero Fuel Weight; 5. MLW – Maximum Landing Weight; 6. DOI – Dry
Operating Index; 7. EET – Estimated Enroute Time.

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• It is vital to note that all weight data shall be provided in kilograms only unless
otherwise is required. Shall the data be required in any other weight units the
flight crew has to clearly highlight the unit type used in order to avoid any
miscalculation.
All crewmembers shall be involved into a flight preparation process under Pilot-in-
Command’s supervision, which has final authority for the flight initiation, continuation and
abortion. During flight preparation the following to be assessed:
a) The aircraft technical status is adequate for intended flight operations;
b) Usability of aerodromes the routes and required navigation and ground facilities using
official AIS information (such as NOTAMs, SNOWTAMs, Company NOTAMs);
c) Aerodrome’s operating minima on the destination and alternate(s) aerodromes;
d) Meteorological and runway conditions in relations with aircraft limitations, operation
minima and flight crew qualification;
e) Amount of fuel required for the flight;
f) Mass and balance of aircraft in relations with the expected payload and required fuel;
g) Availability of ATC flight plan.
The Captain and Co-pilot complete their briefing using the information provided and
participate in a full crew safety briefing with the cabin crew for normal and abnormal
(verbal code) situations. Information discussed will include Flight Time, weather En-Route,
Forecast, Turbulence and Intensity, weather at destination Including temperature,
estimated Taxi time in minutes and any expected delays.
The Station Agent should be notified immediately of any restrictions to the flight including
any factor that could delay departure.
When the crew briefing is complete the crew should expedite their customs procedures, if
applicable, and arrive at the aircraft 60 minutes before scheduled departure time.
The Captain will inform the First Officer of the Pilot Flying for the first sector before leaving
operations. The Pilot Flying will proceed to the cockpit and accomplish the cockpit safety
inspection and preliminary cockpit preparation. The Captain will accomplish the exterior
inspection. If the Captain is PF, he may designate the First Officer to prepare the cockpit.
To ensure the availability, accessibility and serviceability of aircraft flight deck and cabin
emergency systems and equipment a pre-flight inspection of systems and equipment,
which, as a minimum, shall be conducted by the flight crew or delegated to the cabin crew
prior to the first flight:
 of the flight crew on an aircraft during a duty period;
 after a new cabin crew has assumed control of the aircraft cabin;
 after an aircraft has been left unattended by a flight crew or cabin crew for any
period of time.
Flight crew members, prior to the commencement of each flight, complete a review of:
 the Aircraft Technical Log (ATL) and the MEL/CDL to determine the airworthiness
status of the aircraft;

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 To insure the validity of any electornic navigation database installed into aircraft
navigation equipment;weather information to include en-route and departure,
destination and alternate airports;
 NOTAMS;
 aircraft performance, weight and mass.
If the aircraft is inbound from a previous flight it may be useful to discuss the technical
condition of the aircraft with the inbound Flight Crew.
SID briefing, setting of the FMS route and performance entries will be completed by the
PF. The Captain will perform all left seat duties and the First Officer will perform all right
seat duties as specified in the company Standard Operating Procedures.
If it is necessary to perform a supplemental normal procedure the crew must consult the
appropriate section of the AOM and comply with any required special instructions and/or
checklists published therein.
8.1.1. Exterior Inspection
A Captain will accomplish a standard walk-around. Refer to the respective Aircraft Volume
(AOM/AFM). Pay particular attention to the safety pins being removed and chocks in
place. Focus on safety-critical areas of the aircraft and, as a minimum, ensure:
 pitot and static ports are not damaged or obstructed;
 flight controls are not locked or disabled (as applicable, depending on aircraft type);
 frost, snow or ice is not present on critical surfaces;
 aircraft structure or structural components are not damaged.
Any defect or abnormality should be reported to the technician and if necessary check the
MEL for dispatch guidance or item deferral.
8.1.2. Cabin Interior Inspection
Normally completed by Cabin Crew. If no Cabin Crew is available it will be completed by
the Captain. Refer to the respective Aircraft Volume (AOM/AFM)
8.1.3. General Flight Crew Considerations
All actions before taken should be confirmed by both pilots (Fuel Balance, route updates,
etc)
These techniques and procedures are intended to form a basis that Line Pilots should
follow, under operating conditions, so as to ensure maximum efficiency and safety in
operations. It is expected that when abnormal features are present in a particular
operation, pilots will use their professional judgment as the circumstances may require.
Such items as turbulence, icing, strong winds, and local terrain, would be obvious
examples of abnormal factors
8.1.4. Pre-Departure Duties
8.1.4.1. Time Checks
To ensure correct longitudinal separation, it is essential that accurate ETAs and ATA’s be
passed to ATC. A Time Check if needed should be requested from ATC and both aircraft
clocks synchronised before engine start on the first flight of the day.

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8.1.4.2. Starting
Engines will only be started on receipt of the “All Clear’ from the agent supervising the
departure of the flight from the ramp. When engines are running and the taxi clearance
has been received from ATC, the Captain will call or wave “Chocks Away” and
acknowledge the salute of the official supervising the dispatch of the aircraft
8.1.4.3. Taxiing and Prevention of RW Incursion
The minimum power necessary should be used to commence moving. The effect of noise
and blast in a ramp area should be kept in mind, and as little annoyance as possible
caused. Turns should not be commenced before some forward velocity is achieved.Taxi
during normal TW and RW conditions must be not more than 30 kt. straight and not more
than 10 kt. before beginning turn.Taxi during snow, slush and slippery TW and RW
conditions maximum taxi speed must be not more than 10 kt. straight, before beginning
the turn maximum speed must be not more than 5 kt.
In all cases, the taxi speed must be in accordance with the AFM each type.
Taxi during LVP pilots must stop taxi for obtain from ATC clearance then continue taxi.
Taxiing speeds should be regulated so as to prevent discomfort to passengers during
turns or over rough surfaces and all control forces required should be made as smoothly
as possible.
Check list should not be allowed to interfere with a constant vigilance of the ramp and taxi
route.
Pilots have to relied on visual aids such as airfield markings (e.g., painted centerlines),
signs, and lighting, in conjunction with a paper chart of the airport to navigate from point to
point on the surface. Pilots use a radio channel to obtain from ATC a route to follow while
on the surface. Ground controller will issue this taxi route to pilots using explicit
instructions and a strict protocol (i.e., phraseology). The pilot must then memorize this
route, or write it down, read-back it to the controller for confirmation, and then follow the
signs and markings to the destination while avoiding other surface traffic and obstructions.
Meanwhile, the ground controller must remember the routes given to all aircraft and
monitor aircraft movements. If there is a potential for conflict, hold-in-position instructions
can be issued over the radio channel to constrain aircraft movements.
8.1.4.4. ATC Clearance and Communications
All clearances and all numerical values, such as SID, QNH, Altitudes or Flight Levels and
Headings must be repeated back in full. All requests and clearances from ATC should be
accepted and questioned only if sound operational objections to them exist. Both the
Captain and First Officer have a responsibility to monitor ATC clearances and to clarify any
clearance, which is not received fully and/or correctly. It is a joint crew responsibility to
monitor any ATC clearance.
8.1.4.5. Elimination of Distractions
Crewmembers should ensure that there are no distractions from cabin staff either by visits
to the cockpit or by intercom calls below FL100 unless in an emergency.
It is a matter of required practice not to open or continue social conversation when the
aircraft is below FL100.

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8.1.4.6. Use of Stopwatch-Takeoff

The stop watch time from commencement of takeoff is essential for timing compulsory and
emergency turn procedures and also to ensure that the time limitation for use of takeoff
engine power is not exceeded.
8.1.4.7. Takeoff Briefing
Takeoff briefing shall be carried out, whenever possible, before engine start. A full takeoff
briefing shall be carried out on the first sector of the day.
The takeoff briefing shall be in accordance with instructions issued for the aircraft type, but
must include procedures for rejected takeoff, continued takeoff following engine failure
after V1, action in the event of a fire warning, noise abatement procedures, compulsory
and emergency turn procedures, departure routing, assigned altitude or flight level and
minimum safe altitude after departure.
8.1.4.8. Delay procedure
In case of unforeseen delays, it is the responsibility of all applicable departments,
stations and/or crew members to minimize induced delays .
All ground delays exceeding or expected to exceed 15 minutes shall be reported to
OCC by PIC.
Acceptable reasons for delayed flights:
 to avoid adverse meteorological conditions at the departure aerodrome, en-route or
at the aerodrome of destination (this reasoning is under the direct decision of the
Captain);
 passenger boarding (whatever the reasoning);
 the Captain for the safe conduct of the flight; or
 to accept Aircraft on Ground spare parts for Azerbaijan Airlines grounded
aeroplanes.
8.1.5. Initial Departure
Optimum climb techniques are dependent on takeoff weight, temperature and stage
length. When the necessary noise abatement, emergency or compulsory turn procedures
are completed; the best gradient speed shall be flown until terrain clearance is assured.
Care must be exercised when operating in mountainous areas or when there are major
obstructions adjacent to the airport. The above techniques are variously described in the
Aircraft Volumes.
If, after takeoff, the ATC departure clearance changes from that previously cleared, this
should be noted on the envelope to avoid any later conflict concerning noise/airspace
violations.
A minimum aircraft height above ground level (AGL) or above airport level (AAL) for
commencing a turn after takeoff 50 feet or according to the publish SİD chart, and bank
angle must not exceed 15º.

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8.1.5.1. Noise Abatement

The single noise abatement procedures shall be carried out in accordance with the aircraft
type procedure. Refer to the SOP for details of this procedure.
It is, however, important to follow the departure routing and departure procedure laid down by
the Airport Authority, i.e. if speed is restricted to less than flaps up manoeuvring speed during
the departure do not accelerate until allowed to by the procedure. If possible Local authority
noise abatement procedure, should be followed.
8.1.5.2. Departure contingency procedures in unforeseen circumstances
In case of power loss or engine failure on take-off the PIC shall perform the Engine out SID
procedures as published on Jeppesen airway manuals and also exist on EFB performance
applications. These procedures are mainly developed to arrange the required climb gradient
toward the safety altitudes for obstacle clearance. PIC shall consider the decision point for
normal SID continuation as a point of difference between the published SID and EOSID upon
reaching the altitude higher than MSA at the departure aerodrome.
8.1.6. Minimum Flight Altitudes
As a general principle, no flight shall - except for the takeoff/departure or the
approach/landing - be operated below the minimum safe altitudes as described below.
When an aircraft is operated for the purpose of commercial air transport, the minimum
altitude/flight level at which it is permitted to fly may be governed by national regulations, air
traffic control requirements, or by the need to maintain a safe height margin above any
significant terrain or obstacle en-route. Whichever of these requirements produces the
highest altitude/flight level for a particular route the higher value shall apply.
Within the company any Captain or the pilot to whom conduct of the flight has been
delegated shall specify and not fly below those minimum altitudes as presented on the charts
and maps contained in the OM, Part C, Route Manual.
The OFP provision ensures the cases, if the most critical engine on an aircraft with two
engines become inoperative at any point along the planned route of flight, the aircraft can
continue to an airport and land safely without flying below the minimum flight altitude(s) at
any points along the route.
Local regulations may require higher minimum flight altitudes (for deviations see Jeppesen
Airway Manual, Section AIR TRAFFIC CONTROL).
When converting the minimum altitude into a minimum flight level, QNH and/or
temperature differences (if differing from standard QNH or standard temp) the flight crew
shall correct for potential errors in altimetry.
For Guidance Rerer to: 14.5 QNH and Temperature Correction
Note: Low pressure and low temperature require additional safety.
8.1.6.1. VFR-Flights or VFR Flight Segments of an IFR-Flight
An altitude where the flight path clears all obstacles or any terrain by at least 1000ft vertically,
whenever cities or other densely populated areas are over flown, then the minimum vertical
clearance shall be 2000ft above the highest terrain/obstacle within a radius of 600m from the
aircraft.

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8.1.6.2. IFR-Flights
An altitude that clears all obstacles by at least 1000ft vertically over terrain within a radius of
5 nautical miles from the estimated position of the aircraft. The estimated position of the
aircraft will take account of the navigational accuracy that can be achieved on the relevant
route segment, having regard to the navigational facilities available on the ground and in the
aircraft.
8.1.6.3. Company Procedures for Safety Altitudes
The matter of safety altitudes on all Company routes, scheduled or unscheduled is carefully
scrutinized by Operations. Where figures are set out on Flight Plans, they are complied with
due regard for ICAO Regulations, which define minimum safe altitudes as 1000 feet above
the highest obstacle located within 5 nautical miles on either side of the airway centreline.
Related to Airways and Advisory Routes, this standard is applied to each sector of the
Airway, and is extended to 5 miles beyond the next checkpoint. Moreover, the altitude of the
highest obstacle is rounded up to the next multiple of 500 feet, prior to the addition of 1000
feet. If the area is mountainous, 2000 feet is added instead of 1000. In addition, known
manmade obstructions are taken into account.
When flights are planned off Airways, the same principles are employed, except that, 10 NM
either sides of track and beyond that next checkpoint, are used. Danger areas are cleared by
5 NM laterally or 1000 feet vertically.
The Jeppesen Charts, in designating safe altitudes, use the 4 terms
 Minimum Sector Altitude (MSA)
 Minimum En-route Altitude (MEA)
 Minimum Obstruction Clearance Altitude (MOCA)
 Minimum Off-Route Altitude (MORA).
8.1.6.4. Minimum Sector Altitude (MSA)
The MSA is given on the IAL chart and is based on a margin of 1000 ft above terrain and
obstructions within a sector distance of 25 NM to approach facility, rounded up to the nearest
100 ft.
8.1.6.5. Minimum En-Route Altitude (MEA)
MEA is the lowest IFR altitude meeting the requirement of both terrain and obstruction
clearances and line of sight radio reception and in some cases ATC clearance altitude at
which an aircraft may fly en-route. If radio and obstruction clearance requirements differ
considerably a separate MOCA or MORA is also established, as discussed in the next
paragraphs.
8.1.6.6. Minimum Obstacle Clearance Altitude (MOCA)
Refer to: (Appendix 1 to AAR OPS1 4.26)
MOCA is an altitude that provides clearance of mountainous terrain by 2000 feet and other
terrain by 1000 feet. These figures are shown on Jeppesen Charts followed by the letter “T”
whenever different from MEA for any reason. In countries where the official MEA is not
necessarily 2000 feet above mountainous terrain, a MOCA figure higher than MEA is also
shown, where appropriate. Additional protection is provided on a sliding scale beyond the

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track or airway, for the “T” (or MOCA) quoted. These facts are more fully described in the
Jeppesen Route Manual.
8.1.6.7. Minimum Off-Route Altitude (MORA)
The MORA, denoted by the letter “a” on Jeppesen charts, provides terrain and obstruction
clearance within 10NM on the route centreline and end fixes. A MORA of 7000 feet or less
clears all obstructions by at least 1000 feet - a MORA greater than 7000 feet clears all terrain
by 2000 feet.
The minimum heights specified by Jeppesen are mandatory for all AZAL routes. In the matter
of Flight Levels (1013.2mb altimeter setting) pilots should be alert that any clearance
received or rapid descents initiated, do not take them below the safety altitude for the area in
which they are flying.
The significance of the foregoing is the fact that the safety altitudes or lowest flight levels only
pertain to the track or 10 NM narrow confine of the airway to which they are designated. This,
in fact, means that, if the navigational aid or the navigation of the aircraft is not up to
standard, then there is no guarantee that safe clearance is being maintained between the
aircraft and the ground. The topographical information provided on radio navigational charts
are inadequate. Pilots may have accepted a spot height that is regarded as the highest
obstacle in the area, without taking into account the obvious controls of high ground with
which many areas around.
8.1.6.8. General Guidance to avoid CFIT
One of the main reasons for collision with terrain would appear to be apathy, or lack of sense
of immediate danger, in the cockpit.
It is suggested that the best remedy lies in the realm of cockpit procedures, particularly
during initial approach.
It is imperative, during descent and approach, that Captain and First Officer independently
monitor the navigation and altitude of the aircraft in an effort to eliminate navigational errors.
8.1.6.9. Safety Altitudes
Navigation, of course, is three-dimensional and altitude should be monitored as well as
geographical position. It is important, therefore, that Pilot Not Flying does not allow
supplementary activities to reach a pitch such that they lose orientation of the aircraft’s
position or of its altitude.
Particular attention should be paid to safety altitudes in the following circumstances;
 If emergency descents have to be made;
 If steep rates of descent are requested by ATC, en-route;
 If any deviation from standard tracks occur;
 When using radar positioning at airports situated near high ground;
 When using navigational aids in mountain terrain (aids can be quite unreliable and
misleading, particularly at lower altitudes)
 If letdowns have to be made on second-rate facilities in any area whether or not the
pilot is familiar with the region. (Timings and rates of descent should be carefully
assessed)
 If ATC clearances conflict with Company Safety Altitudes.

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8.1.6.10. Holding Procedures and Air Traffic Control

An aircraft should not descend in IMC below the sector safe altitude as shown on the
instrument approach chart until it is established in the approved approach or holding
procedure. The minimum safe altitude in a holding pattern takes into account the area of
airspace appropriate to the holding procedure. Provided the aircraft Captain has adequately
covered the anticipated ATC clearances in his approach to landing briefing his crew should
be well able to make the correct entry procedure to any published holding pattern and thus
keep within the protected area.
Occasions may arise when ATC will require the pilot to take up an unpublished holding
pattern at short notice. This could present the crew with unforeseen problems at a time when
the workload is high. The importance of being fully conversant with standard entry
procedures therefore is self-evident. As with published procedures, aircraft should not
descend below the sector safe altitude until properly established in the hold.
8.1.6.11. Air Traffic Control Clearances
The altitude allocation to an aircraft in controlled airspace by ATC should provide for
adequate terrain clearance. Nevertheless, such instructions do not relieve the pilot of his
responsibility to ensure that he maintains a safe altitude at all times. Pilots are reminded to
be alert always to terrain hazards and are instructed that if they consider it essential in the
interests of safety in very cold temperatures they may refuse an ATC clearance and request
an alternative. For Guidance Refer to: 14.6 Altitude Correction
8.1.6.12. Engine Failure Procedure (Emergency Escape Path)
Where an Engine Failure Procedure is published for takeoff, the ground track must be
followed meticulously in the event of an engine failure during or after takeoff. The same
procedure must be carried out in the event of a single engine go-around for the appropriate
runway.
8.1.7. Authorisation of Routes and Aerodromes
General
responsible for ensuring that all routes and aerodromes that are selected as destinations or
alternates are adequate in all respects for the type of operation intended.
As a general policy an operation will only be permitted on a route or to an aerodrome
provided the aircraft type concerned can safely operate on that route or to and from that
aerodrome utilizing normal operating procedures.
Operations to isolated aerodrome shall be conducted by FOD special authorization only.
The normal operating procedures shall apply not only for the approach/landing and takeoff
phase, but shall also cover all forms of ground handling and operation. In approving an
aerodrome for the company operation, the following aspects shall be considered.
OM Part C contains the detailed results of the routes and aerodromes analysis.
8.1.7.1. Prior Analysis of relevant Operational Factors
Such analysis shall take into account:
 obstacle clearance for all phases of flight (minimum safe altitudes);
 runway (width, length and pavement loading);

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 navigation aids and lighting;

 weather considerations;
 emergency services;
 fuel burn calculations;
 fuel freeze considerations during extended operations, as applicable;
 EDTO/ETOPS requirements, as applicable;
 Air Traffic Services;
 critical engine inoperative operations;
 depressurisation over critical areas;
 drift down;
 (special) airport classification.
The runway dimensions and significant obstacles in the local area are such that the
performance requirements for the nominated aircraft type will invariably be met at the weights
at which the aircraft is planned to land and takeoff Ancillary services, including ATS,
appropriate aerodrome lighting, communications, navaids, weather reporting and emergency
services in accordance with the fire fighting category are to be available; For operations
under Instrument
Flight Rules, an approved approach procedure must be available for each destination and
alternate aerodrome, with up-to-date approach plates available to each pilot. Specific
aerodrome operating minimums are similarly to be made available to flight crewmembers;
Ground service facilities for fuelling, loading, de-/anti-icing, catering, general handling and the
availability of immigration authorities.
8.1.7.2. Fire Fighting and Rescue Services
ICAO-Annex 14 (chapter 9) specifies the aerodrome requirements for rescue and fire fighting.
The required RFFS category is a function of the longest aeroplanes normally using the
aerodrome and their fuselage width. Nevertheless, where the number of movements of the
aeroplanes in the highest category normally using the aerodrome is less than 700 in the
busiest consecutive three months, the level of protection provided shall be not less than one
category below the determined category.
Aerodrome RFFS category.
Aerodrome Rescue and Fire
Length of Aircraft Max Width of Fuselage
Category Fighting Cars
0m-9m 2m 1 1
9 m - 12 m 2m 2 1
12 m - 18 m 3m 3 1
18 m - 24 m 4m 4 1
24 m - 28 m 4m 5 1
28 m - 39 m 5m 6 2
39 m - 49 m 5m 7 2
49 m - 61 m 7m 8 3
61 m - 76 m 7m 9 3

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For the classification of the aircraft using an aerodrome the length has to be noted first. If the
max width of the fuselage does not correspond to the respective category the next higher
category is valid.
The respective airport category may be found in the AIP and Jeppesen Airway Manual. The
type of aircraft used in the AZAL normally require the following category:
TYPE VERSION CATEGORY MINIMUM
A340 500 9 8
B787 800 8 7
B767 300 8 7
B757 200 7 6
A319 6 5
A320 6 5
EMBRAER 190 100 6 5
G550/650 GV-SP 6 5
The fire fighting and rescue services may be downgraded temporarily or for given operating
hours for AZAL aircraft taking into consideration table above to downgrade to minimum Fire
Fighting and Rescue Service category is only approved under Captains' discretion.
In case of an in-flight emergency the minimum classification may be disregarded.
Any time a flight is planned to an aerodrome with an airport category less than the aircraft
category, written notice from the operations office shall be made to that airport’s authority for
confirmation to proceed, and the Deputy Executive Director on Flight Operations - Flight
Operations Director should be informed.
8.1.7.3. Aerodrome Classification
For the purpose of the aerodrome approval and the airport familiarization the Deputy
Executive Director on Flight Operations - Flight Operations Director establishes three
different categories:
CATEGORY A Refer to: 5.2.2.11.3 Aerodrome Category A
CATEGORY B Refer to: 5.2.2.11.4 Aerodrome Category B
CATEGORY C Refer to: 5.2.2.11.5 Aerodrome Category C
8.1.7.4. Aerodrome Classification List
A detailed List of authorised and classified aerodromes is made available in the OM D.
8.1.8. Methods for Establishing Aerodrome Operating Minima
AZAL is authorized to use JAR minima of Jeppesen if provided but may establish some
minima’s by taking into account;
 The handling and performance characteristics of the aircraft concerned;
 The competence of flight crew;
 The width and length of the runway;
 The minimum obstacle clearances for the instrument approach procedures specified
for the navigational facility used;
 Other meteorological minima which may be established for flight in the vicinity of an
airport;

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 The adequacy of the available aids to approach and landing.

AZAL minima so determined may not be less than any minima that may have been set for the
airports concerned by the State in which they are located.
Weather minima for each airport is set out in the Jeppesen Manuals.
All AZAL Flights shall be conducted in accordance with ICAO Rules of the Air and Air Traffic
Control as contained in the Jeppesen Manuals.
Landing Minima for IFR flights shall be in accordance with those published as appropriate for
Instrument Landing Aids and the particular aircraft category.
Takeoff Minima shall be Minima as published in the Jeppesen Manuals, unless further
restricted by Company.
AZAL Airport Operating Minima are those provided on the relevant approach charts in the
Jeppesen Manual, HP 6000.
Jeppesen Minima are based on the following requirements,
 ICAO Document 8168 - Airplane Flight Equipment
 Respective Government Aeronautical Information Publications (AIP)
 JAA Requirements
Actual charted landing minima will not be lower than the highest limits calculated according to
the requirements of the documents listed above.
Details of the specifications and use of these minima are provided in the Jeppesen Route
Manual.
General Policy
Minima figures of OCH/OCA or MDH/MDA and visibility are the lowest value for which
landing or takeoff should be attempted and, except in the case of circling minima, these
figures assume the serviceability of the ground and airborne equipment.
If for reason the Captain considers that the weather minima are too low for safe operation in
a particular set of conditions he is authorized to raise the minima accordingly.
The ICAO definition of Decision Height/Altitude (DH/DA) means, in effect, that the pilot must
have satisfied himself by the Decision Height – by reference to the visual cues available to
him – that:
 The aircraft is in the correct position
 The aircraft flight path is correct
 There is sufficient visual reference to control the aircraft for the reminder of the
approach and landing.
If he is not satisfied that these conditions are fulfilled, he must initiate a missed approach and
it is emphasized that the decision must be made by the time the aircraft arrives at Decision
Height/Altitude. It may happen that a pilot, having decided to land, must subsequently revise
this decision because of loss or degradation of the visual segment, (i.e. in shallow fog
conditions where the top is below the Decision Height/Altitude).
8.1.8.1. Takeoff Minima
General

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Takeoff minima must be expressed as visibility or RVR limits, taking into account all relevant
factors for each aerodrome planned to be used and the aircraft characteristics.
When no reported meteorological visibility or RVR is available, a takeoff may only be
commenced if the Captain can determine that the RVR/visibility along the takeoff runway is
equal to or better than the required minimum.
8.1.8.1.1. Required Takeoff RVR/Visibility
A takeoff must not be made unless at least one suitable alternates are available or at the
estimated time of arrival the meteorological conditions at destination are forecasted to be at
or above the applicable aerodrome minima.
a) For multi-engined aeroplanes, whose performance is such that, in the event of a critical
power unit failure at any point during take-off, the aeroplane can either stop or continue
the take-off to a height of 1,500 ft (450) above the aerodrome while clearing obstacles by
the required margins, the take-off minima established by an operator must be expressed
as RVR/Visibility values not lower than those given in Table 1 below except as provided in
paragraph (4) below:
Table 1
Takeoff Minima shall be in accordance with OTHER AIR CARRIERS TAKEOFF MINIMA
as published in the Jeppesen Manuals
TAKEOFF RVR / VISIBILITY
Facilities RVR / Visibility (Note 3)
NIL (Day only) 500 m

250m/300m for night operation at least
Runway edge lighting and/or centreline runway edge and runway end lights are
marking required
(Note 1 & 2)
200m/250m
Runway edge and centreline lighting
(Note 1)
Runway edge and centreline lighting and 150m/200m
multiple RVR information (Note 1 & 4)
Note 1: The higher values apply to Category D aeroplanes.

Note 2: For night operations at least runway edge and runway end lights are required.
Note 3: The reported RVR/Visibility value representative of the initial part of the take-off run can be
replaced by pilot assessment.
Note 4: The required RVR value must be achieved for all of the relevant RVR reporting points.(Refer to
for LVTO Procedures)
A takeoff minimum of 150m RVR may be used under the following conditions:
 Low visibility procedures are in force.
 High intensity runway centreline lights must be spaced 15 meters or less and
high intensity edge lights are spaced at 60 m or less-both systems must be in
operation.
 Flight crewmembers have satisfactorily completed training in a simulator
approved for this procedure.

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 A 90 m visual segment is available from the cockpit at the takeoff point.

The following Takeoff guidance factors are taken into consideration in determining takeoff
minima:
 Centreline Lighting
 Runway Surface centreline Marking (These must be plainly visible during
takeoff run).
 Runway lighting
 Transmissiometers (Touchdown/Centre/Rollout).
All takeoff minima are subject to Captain’s discretion. A takeoff with the visibility below
150m is prohibited
b) for multi-engined aeroplanes whose performance is such that they cannot comply with the
performance conditions in sub-paragraph (a) above in the event of a critical power unit
failure, there may be a need to re-land immediately and to see and avoid obstacles in the
take-off area, the special minima shall be established for obstacle avoidance. Such
aeroplanes may be operated to the 1500 ft (450m) take-off minima provided they are able
to comply with the applicable obstacle clearance criteria, assuming engine failure at the
height specified. The take-off minima established by an operator must be based upon the
height from which the one engine inoperative net take-off flight path can be constructed.
The RVR minima used may not be lower than either of the values given in table 1
8.1.8.1.2. Takeoff Alternate Requirements
A Takeoff Alternate is required when the weather conditions are below landing minima or
performance reasons at the departure point. Takeoff in such condition is prohibited unless a
suitable Takeoff Alternate is available.
A Captain shall not select an aerodrome as a takeoff alternate aerodrome unless the
appropriate weather reports or forecast or any combination thereof indicate that, during a
period commencing 1 hour before and ending 1 hour after the estimated time of arrival at the
aerodrome, the weather conditions will be at or above the applicable following landing
minima.
 Precision apps (CAT I, II, IIIA) – RVR must be greater than CAT I minimums
 Non-precision apps & circling – RVR & ceiling must be greater than minimums.
The takeoff alternate shall be located within:
 One hour flight time at a one engine inoperative cruising speed, still air standard
conditions based on the actual takeoff mass.
 Max 30 minutes flight time over water.
 Two hours flight time at a one-engine-inoperative cruising speed according to the AFM
in still air standard conditions based on the actual take-off mass for three and four-
engines airplanes;

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8.1.8.2. Planning Minima for Destination and Emergency Route

Alternative Aerodromes
A Flight shall not operate in a two-engine aircraft over a route which contains a point
further from an adequate aerodrome than the distance flown in 60 minutes at the one-
engine-inoperative cruise speed.
The destination aerodrome and/or destination alternate aerodrome(s) when the appropriate
weather reports or forecast, or any combination thereof, indicate that, during a period
commencing 1 hour before and ending 1 hour after the estimated time of arrival at the
aerodrome, the weather conditions will be at or above the applicable approach minima.
8.1.8.2.1. Destination Alternate Requirements
Captain shall select at least one destination alternate for each IFR flight, unless If these
conditions are met:
The destination aerodrome is isolated.
or
 The duration of the planned flight from takeoff to landing does not exceed 6 hours; and
 Two separate runways are available (and useable) at the destination and (the
appropriate weather reports or forecasts for the destination aerodrome, or any
combination thereof, indicate that) for the period from one hour before until one hour
after the expected time of arrival at destination, (the ceiling will be at least 2000 ft or
circling height + 500 ft, whichever is greater, and the visibility will be at least 5 km)
Otherwise the Captain must select two destination alternates, especially when:
 The appropriate weather reports or forecasts for the destination, or any combination
thereof, indicate that during a period commencing 1 hour before and ending 1 hour
after the estimated time of arrival, the weather conditions will be below the applicable
planning minima; or
 No meteorological information is available.
OCC shall specify any required alternate aerodrome(s) in the operational flight plan.
8.1.8.2.2. Planning Minima for Destination Alternate, Isolated Destination and
En-Route Alternate Aerodromes
Refer to: (AAR-OPS1 4.35)
OCC will specify any required alternate(s) in the operational flight plan. When evaluating an
alternate aerodrome, the type of approach available at the alternate aerodrome should be
checked and from the table below, the required weather minima should be assessed.
TYPE OF APPROACH REQUIRED PLANNING MINIMA
CAT II and CAT IIIA CAT I - RVR only
CAT I Non-Precision - Visibility and Ceiling
Non-Precision - Visibility plus 1000m and Ceiling
Non-Precision
plus 200ft
Circling Circling Minima
Table 1

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Operating Procedures Date: 03-Feb-21
8.1.8.3. Commencement and Continuation of Flight/Approach of

Approach
8.1.8.3.1. Commencement and Continuation of Flight
A commander shall not:
 Commence a take-off unless the weather conditions are above the takeoff minima
 Commence a take-off unless the departure airport or a suitable take-off alternate is
forecasted to be above the landing minima at the estimated time of use
 Commence a take-off; or continue beyond the point from which a revised flight plan
applies in the event of in-flight re-planning, unless 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 prescribed in 8.1.8.2.
 Continue towards the planned destination aerodrome unless 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 as specified in 8.1.8.2.1
8.1.8.3.2 Commencement and Continuation of Approach

The Crew may commence an instrument approach regardless of the reported RVR/Visibility
but the approach shall not be continued beyond the outer marker, or equivalent position, if
the reported RVR/Visibility is less than the applicable minimum.
If, after passing the outer marker or equivalent position, the reported RVR/Visibility falls
below the applicable minimum, the approach may be continued to MDH/MDA or DH/A. The
approach may be continued below MDH/MDA or DH/DA and the landing may be completed
provided the required visual reference is established at MDH/MDA or DH/DA and is
maintained.
Where no outer marker or equivalent position exists the decision to continue or abandon the
approach shall be made before descending below 1000 feet above the aerodrome on the
final approach segment.
Note: The equivalent position can be established by means of a DME distance, a suitably located NDB or
VOR, SRE or PAR fix or any other suitable fix that independently establishes the position of the aircraft.
8.1.8.4. Circling
Circling (Visual Manoeuvring) is the term used to describe the visual phase of flight after
completing an instrument approach to bring an aircraft into position for landing on a runway,
which is not suitably located for straight-in approach.
At the Circling Minimum Altitude, a terrain clearance of at least 300 ft above the highest spot
elevation within 4NM of the runway system of the aerodrome is provided.
It is permissible to eliminate from consideration a particular sector where a prominent
obstacle exists in the circling area outside the final approach and missed approach area.
When this option is exercised, the published procedure prohibits circling within the total
sector in which the obstacle exits.
8.1.8.4.1. Descent Below Circling Minima
Descending Below the Circling Minima should not be made until:

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 Visual reference has been established and can be maintained;

 The pilot has the landing threshold in sight; and
 The required obstacle clearance can be maintained and the aircraft is in a position to
carry out a landing.
8.1.8.4.2. Visual Flight Manoeuvre
A circling approach is a visual flight manoeuvre. Each circling situation is different because of
variables such as runway layout, final approach track, wind velocity and meteorological
conditions. Therefore, there can be no single procedure designed that will cater for
conducting a circling approach in every situation. After initial visual contact, the basic
assumption is that the runway environment (i.e., the runway threshold or approach lighting
aids or other markings identifiable with the runway) should be kept in sight while at MDA for
circling.
If visual reference is lost while circling to land from an instrument approach or a missed
approach is required at any time while circling make an initial climbing turn toward the
approach runway to reach the missed approach heading even if the turn is more than 180
degrees and not in the shortest direction.
Different patterns may be required to become establish on prescribed missed approach
course depending on its position at the time visual reference is lost.
8.1.8.5. Landing
AZAL is permitted to apply AAR-OPS1 minima.
No pilot may continue a non-precision or precision approach below a MDH/MDA or DH/DA
unless at least one of the following visual references for the intended runway is distinctly
visible to, and identifiable by the pilot:
 Elements of the approach lighting system;
 The threshold, or its markings, lights or identification lights;
 The visual glide slope indicator(s);
 The touchdown zone, -markings or -lights; or
 The runway edge lights.
A CAT II/ CAT III A approach may not be continued below decision height unless a segment
of at least 3 consecutive lights being:
 The center line of the:
• Approach lights;
• Touchdown zone lights; or
• Runway lights;
 Runway edge lights; or
• A combination of these lights is attained and can be maintained.
The visual reference must include a lateral element of the ground pattern, e.g. an approach
lighting crossbar, the landing threshold or a barrette of the touchdown zone lighting.

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8.1.8.5.1. Landing at VFR Airports / Circling Approaches

a) VFR Airports with a control zone (if Special VFR minima is approved by ATC):
Minimum Visibility 1,5 km, Ceiling 1,500ft, providing descent from lowest usable IFR flight
level and approach can be performed in VMC.
b) VFR airports without a control zone:
Minimum Visibility 5 km.
Ceiling and other conditions must be met as under paragraph (a) above.
c) VISUAL Manoeuvring/Circling Approaches:
Circling approach is the term used to describe the visual phase of an instrument approach, to
bring the aircraft into position for landing on a runway that is not suitably located for a
straight-in instrument approach.
Aircraft category
A B C D
MDA(MDH) 400ft(120m) 500ft(150m) 600ft(180m) 700ft(210m)
VISIBILITY 1500m 1600m 2400m 3600m
Note: Category D minimums are used for single engine circling approaches.
8.1.8.5.2. Conversion of visibility to RVR
Where the RVR is not available, RVR values may be derived by converting the reported
visibility.
Aerodrome operating minimums conversion of reported meteorological visibility to RVR
a) A conversion from meteorological visibility to RVR/CMV should not be used:
1. when reported RVR is available;
2. for calculating take-off minimums; and
3. for any RVR minimums less than 800m.
b) If the RVR is reported as being above the maximum value assessed by the
aerodromeoperator, e.g. “RVR more than 1500m”, it should not be considered as a
reported value for a.1
c) When converting meteorological visibility to RVR in circumstances other than those in
a., the conversion factors specified in Table 8 should be used.
Conversion of visibility to RVR

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8.1.8.5.3. Effect on Landing Minima of Temporarily Failed or Downgraded

Ground Equipment
These procedures/instructions are applicable for dispatch as well as in flight situations. It is
not expected that the Captain consult these instructions after passing the Outer Marker or
an equivalent position (from where the approach may need to be abandoned). If failure of
ground aids occurs at such a late stage, the approach may be continued at Captain’s
discretion. If failures are known before this stage, the effect on the approach must be
considered by using the following table, which means, minima must be increased and/or
relevant procedures must be used.
EFFECT ON LANDING MINIMA
FAILED OR DOWNGRADED
NON
EQUIPMENT CAT IIIA CAT II CAT I
PRECISION
ILS standby transmitter Not allowed No effect
No effect if replaced by published
Outer Marker Not applicable
equivalent position
No effect
Middle Marker No effect unless used as
MAP
May be temporarily
replaced with midpoint RVR
Touchdown Zone RVR if approved by the
No effect
assessment system Aerodromes State. RVR
may be reported by human
observation.
Midpoint or Stop-end RVR No effect
Anemometer for RWY in use No effect if ground source available
Ceilometers No effect
Not allowed for Not allowed Minima as for basic facilities
Approach lights ops with
DH>50ft
App lights except last 210m No effect Not allowed Minima as for basic facilities
App lights except last 420m No effect As for intermediate facilities
RVR as for CAT I basic
Standby power for approach lights No effect No effect
facilities
Whole runway light system Not allowed As for basic facilities - day only
Edge lights Day only
RVR 300m
RVR 300m -
Centreline lights (CL) - day 550m No effect
day only
– night
CL lights spacing increased to
No effect
30m
RVR 300m - day 550m -
Touchdown Zone lights No effect
night
Standby power for RWY lights Not allowed No effect
Taxiway light system No effect - except delays due to reduced movement rate

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8.1.9. En-Route Operating Minima VFR

ICAO-Annex 2 and the relevant regulations of the States define in the Rules of the Air -
MINIMUM FLIGHT VISIBILITIES and a MINIMUM DISTANCE FROM CLOUDS for all
flights conducted under VFR. Unless permitted and authorised as a “VFR-on-top flight”
visual reference to ground shall always be maintained. Annex 2 and/or States Rules of the
Air – in most cases - require the following minimum flight visibilities/cloud distances:
Distance from Clouds
Airspace Flight Visibility
Vertically Horizontally
B Clear of clouds
C+D 8 km (at or above FL 100)
E 5 km (below FL 100) 1000ft - 1.5km
F
Clear of clouds and in sight of
G 5 km (below 3000ft) *
surface
* under special conditions 1.5km
Note 1: Class A airspace is reserved for IFR-traffic only.
Note 2: For State differences Refer to: Jeppesen Route Manual, Section ATC
As a Company policy, the following en-route minima shall apply to all VFR-flights or to
VFR flight segments of an IFR flight:
TAS below 250kts TAS above 250kts
HEIGHT DISTANCE CLOUD DIST
AIRSPACE VIS VIS
above GND Hor/Vert Hor/Vert
Above 2500ft 8 km 1.5km/1000ft 10 km 3 km/2000ft
B, C, D, E
Below 2500ft 5 km 1.5km/1000ft 5 km 2 km/1500ft
F 8 km 1.5km/1000ft 10 km 3 km/2000ft
Above 2500ft 5 km 1.5km/1000ft clear 10km 3 km/2000ft
G
Below 2500ft 2 km of clouds 5 km 1.5km/1000ft
8.1.10. Aerodrome and En-Route Operating Minima

General
Aerodrome operating minima shall be used as presented in the Jeppesen Route/Airway
Manual.
Aerodrome operating minima as presented in the Jeppesen manuals must be used as long
as they do not conflict with the basic minima as presented below and when no special
minima is published for specific airports/runways.
Takeoff minima may be used as described below – considering the training standard of the
crew.
8.1.10.1. En-Route Meteorological Data
Meteorological charts are issued four times a day at fixed intervals 00:00, 06:00, 12:00 and
18:00 UTC and are normally available at least 9 hours before such times.
Wind Charts

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Usually the following wind charts are available and shall be used to determine the wind en-
route and to the alternate(s):
Pressure Surface Approximate Altitude Flight Level
700 hPa 9900ft 100
500 hPa 18300ft 180
400 hPa 24000ft 240
300 hPa 30100ft 300
200 hPa 38700ft 390
8.1.11. Interpretation of Meteorological Information

All flight crewmembers are required to develop and maintain a sound working knowledge
of the system used for reporting aerodrome actual and forecast weather conditions and of
the codes associated with it. Some of the codes (e.g. for wind velocity) use the same
figures as the values being reported; thus, a wind blowing from 280° at 15 knots is
reported as ‘28015KT’. Some of the more important codes, however, use lettered
abbreviations which can become particularly significant when flight crews are attempting to
assess whether the conditions at a particular destination or alternate will be above
company minimum at the planned time of arrival. Examples of aerodrome actual weather
reports and forecasts are included in the route manual. The various codes are discussed
briefly in the following paragraphs.
Routine actual weather reports (METARs) are compiled half-hourly or hourly at fixed times
while the aeronautical meteorological station is open. They may include the following
terms to clarify the codes used in reporting the various elements:
8.1.11.1. Horizontal Visibility
When there is no marked variation in the visibility by direction, the minimum is given in
meters. When there is a marked directional variation, however, the reported minimum will
be followed by one of the eight points of the compass to indicate its direction, e.g.
‘4000NE’. If the minimum visibility is less than 1500 meters, and the visibility in another
direction is more than 5000 meters, both the minimum and maximum values, and their
directions will be given, e.g. ‘1400SW 6000N’. A code figure of ‘9999’ indicates a visibility
of 10 km or more, while ‘0000’ indicates that the visibility is less than 50 meters.
8.1.11.2. Runway Visual Range (RVR)
An RVR group has the prefix R followed by the runway designator, then an oblique stroke
followed by the touch-down zone RVR in meters. If the RVR is assessed simultaneously
on two or more runways, the RVR group will be repeated; parallel runways will be
distinguished by the addition of L, C or R after the runway designator to indicate the left,
central or right parallel runway respectively, e.g. ‘R24L/1100 R24R/1150’. When the RVR
is greater than the maximum value, which can be assessed, or more than 1500 meters,
the group will be preceded by the letter P, followed by the lesser of these two values, e.g.
‘R24/P1500’. When the RVR is less than the minimum value which can be assessed, the
RVR will be reported as ‘M’ followed by the minimum value that can be assessed, e.g.
‘R24/M0050’.
8.1.11.3. Clouds
Up to four cloud groups may be included, in ascending order of their bases. Each group
consists of three letters to indicate the amount (FEW 1-2 octal., SCT (scattered) = 3 to 4
octal; BKN (broken) = 5 to 7 octal, and OVC (overcast) = 8 octal) and three figures

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indicating the height of the base of the cloud layer in hundreds of feet above aerodrome
level. Apart from significant convective clouds (CB = cumulonimbus; TCU = towering
cumulus) cloud types are not indicated. Cloud layers or masses are reported such that the
first group represents the lowest individual layer of any amount; the second group is the
next individual layer of more than 2 octal; the third group is the next higher layer of more
than 4 octal, and the additional group, if any, represents significant convective cloud, if not
already reported, e.g. ’SCT010 SCT015 SCT018CB BKN025’.
8.1.11.4. CAVOK and SKC
‘CAVOK’ will replace the visibility, RVR, weather and cloud groups when the visibility is 10
km or more; there is no cloud below 5000 feet or below the highest MSA, whichever is the
greater, and no cumulonimbus; and there is no precipitation, thunderstorm, shallow fog or
low, drifting snow. If any of these conditions are not met, but there is no cloud to report,
then the cloud group is replaced by ‘SKC’ (sky clear).
8.1.11.5. Air Temperature and Dew Point
The air temperature and dew point are shown in degrees Celsius, separated by an oblique
stroke. A negative value is indicated by an ‘M’ in front of the appropriate digits, e.g. 10/03
or ‘01/M01’
8.1.11.6. Pressure Setting
The QNH is rounded down to the next whole millibar(hPa) and reported as a four-figure
group preceded by the letter ‘Q’. If the QNH value is less than 1000 hPa, the first digit will
be ‘0’, e.g. ‘Q0993’.
8.1.11.7. Recent Weather
Operationally significant weather which has been observed since the previous observation,
but which was not current at the time of the present observation, will be reported using the
standard present weather code preceded by the indicator ‘RE’, e.g. ‘RETS’.
8.1.11.8. Wind Shear
A wind shear group may be included if wind shear is reported along the takeoff or
approach paths in the lowest 1600 feet with reference to the runway in use. ‘WS’ is used to
begin the group as in the examples: ‘WS TKOF RWY20’, ‘WS LDG RWY20’.
8.1.11.9. Runway State
When snow or other runway contamination is present, an eight-figure group may be added
at the end of the METAR. Details of the codes are included in the route manual.
8.1.11.10. Trend
A trend group is added when significant changes in conditions are forecast to occur during
the two hours following the time of observation. The codes ‘BECMG’ (becoming) or
‘TEMPO’ (temporarily) are used, and may be followed by a time group (in hours and
minutes UTC) preceded by one of the indicators ‘FM’ (from), ‘TL’ (until) or ‘AT’ (at). These
are followed by the expected change using the standard codes, e.g. ‘BECMG FM 1100
250/35G50KT’ or ‘TEMPO FM 0630 TL0830 3000 SHRA’. Where no such significant
changes are expected, the trend group will be replaced by the word ‘NOSIG’.

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8.1.11.11. Deneb
The code word ‘DENEB’ may be added to a METAR to indicate that fog dispersal
operations are in progress. Information, which is missing from the METAR, may be
indicated by the use of oblique strokes to replace the missing code figures/letters.
8.1.11.12. Aerodrome Weather Forecasts (TAFs)
TAFs are usually issued to describe the forecast conditions at an aerodrome covering a
period of 9 to 24 hours. The validity periods of many of the longer forecasts may not be
more than 8 hours from the time of origin and the forecast details only cover the last 18
hours. The 9-hour TAFs are updated and re-issued every 3 hours and those valid for 12
and 24 hours every 6 hours.
Amendments are issued as and when necessary. A TAF may be sub-divided into two or
more self-contained parts by the use of the abbreviation ‘FM’ (from) followed by the time
UTC to the nearest hour, expressed as two figures. Many of the groups used for METARs
are also used in the TAFs, but differences are noted below.Refer to: 14.3. Application of
Aerodrome Forecast (TAD&Trend) to Pre-Flight Planning.
8.1.11.13. Validity Period
Whereas a METAR is a report of conditions at a specific time, the TAF contains the date
and time of origin, followed by the start and finish times of the validity period in whole
hours UTC, e.g. ‘TAF EGLL 130600Z (date and time of issue) 0716 (period of validity 0700
to 1600 hours UTC).
8.1.11.14. Horizontal Visibility
The minimum visibility only is forecast; RVR is not included.
8.1.11.15. No Significant Weather
If no significant weather is expected, the group is omitted. After a change group, however,
if the weather ceases to be significant, the abbreviation ‘NSW’ (no significant weather) will
be inserted.
8.1.11.16. No Significant Clouds
When clear sky is forecast, the cloud group will be replaced by ‘SKC’ (sky clear). When no
cumulonimbus, or clouds below 5000 feet or below the highest minimum sector altitude,
whichever is the greater, are forecast, but ‘CAVOK’ or ‘SKC’ are not appropriate, the
abbreviation ‘NSC’ (no significant cloud) will be used.
For Decoding of Weather Forecasts published by the United States refer to Route Manual.
Significant Changes: In addition to ‘FM’ and the time the significant change will be
indicated.
8.1.12. Determination of Quantities of Fuel and Oil
Introduction
Aircraft shall not be dispatched and Captain shall not commence a flight unless the fuel
and oil carried are sufficient to ensure that it can safely complete the flight, taking into
account both meteorological conditions and any delays that may be expected in flight. In
addition, a reserve shall be carried to provide for contingencies and to enable the aircraft
to proceed to the alternate airport, and hold at the alternate airport, as specified in the
Flight Plan.

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Specific formulas for fuel quantities have been developed as follows:

The fuel and oil carried shall, in the case of Company aircraft, be at least the amount
sufficient to allow the aircraft to fly to the airport to which the flight is planned then to an
alternate and thereafter for a period of thirty minutes (or 60minutes, Refer to: 8.1.12.1.5
Final Reserve Fuel)
Calculation of the required fuel shall include:
 Taxi fuel
 Trip fuel
 Contingency fuel
 Alternate fuel
 Final Reserve Fuel
 Extra Fuel (if so required by Captain or other company regulations)
Normally two alternate airport shall be listed in the Operational Flight Plan.
8.1.12.1. Definition of the Standard Fuel Requirements
At the planning stage not all factors that could have an influence on the fuel consumption
to the destination airport can be foreseen. The flight can be restricted with fuel or weather.
Take account the following fuel planning procedures to commence flight:
8.1.12.1.1. Taxi Fuel
Taxi fuel must not be less than the amount expected to be used prior to takeoff, taking into
account the local conditions.
When operating aircraft with an APU, then the APU fuel consumption must be taken into
account as well. (Minimum Taxi Fuel shall never be less than 5 minutes)
8.1.12.1.2. Trip Fuel
The trip fuel must include:
 The fuel for takeoff and climb from aerodrome elevation to initial cruising
level/altitude considering the expected departure route
 Fuel from top of climb to top of descent - including steep climbs/descents - along
the expected airway routing
 Fuel from top of descent to the point where the approach procedure is initiated,
taking into account the expected arrival procedure
 Fuel for approach - an allowance of at least 4 minutes (however normally 7
minutes) shall be considered as a company standard for the final approach and
landing.
Fuel figures presented in the Aircraft Manuel for the climb include the fuel for takeoff.
Descent tables include fuel for descent, approach and landing.
8.1.12.1.3. Contingency Fuel
The minimum amount of contingency fuel shall be the higher of the following two
conditions:

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 5% of the planned trip fuel or, in the event of in-flight re-planning, 5% of the trip
fuel for the remainder of the flight. In case a suitable en-route alternate is
available, the percentage 5% may be reduced to 3%.
 An amount to fly for 5 minutes at holding speed at 1500ft above the destination
aerodrome in ISA conditions.
8.1.12.1.4. Alternate Fuel
The alternate fuel must include:
 Fuel for missed approach from the applicable MDA/MDH at the destination
aerodrome to missed approach altitude via the prescribed missed approach
procedure.
 Fuel from missed approach altitude to cruising level/altitude
 Fuel from top of climb to top of descent
 Fuel from top of descent to the point where the approach is initiated, taking into
account the expected arrival route
 Fuel for approach - an allowance of at least 4 minutes shall be considered as a
company standard
 When two destination alternate airports are required in accordance with paragraph
8.1.8.2.1, fuel sufficient to proceed to the alternate airport which requires the
greater amount of alternate fuel.
8.1.12.1.5. Final Reserve Fuel
The Final Fuel Reserve shall be calculated:
 to fly for 30 minutes at holding speed at 1500ft MSL/ISA conditions calculated for
the expected landing mass at the alternate airport, or at the destination for 60
minutes (if no alternate is required).
 if the destination airport is isolated and/or destination alternate airport is not
required:
• to fly to the destination and thereafter for a period of 2 hours at normal cruise
consumption.
8.1.12.1.6. Extra Fuel
Extra Fuel is an amount of fuel that may be carried either for tankering or at the discretion
of the Captain. As always, the Captain makes the final decision on actual fuel to be
boarded according to his assessment of the conditions that could affect his flight.
8.1.12.1.7. Flight Plan Fuel
Is the total of the above fuel requirements, but fuel tankering graphs at the flight plan
should be used to determine the optimum fuel quantity to be tankered as a function of the
fuel price ratio between departure and destination airports.
8.1.12.1.8. Special Planning Cases
Reduced Contingency Fuel (RCF)
This planning is based on RCF using a decision point along the route, the minimum block
fuel is the higher of A or B below:

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A
The sum of:
• Taxi fuel, and
• Trip fuel to Destination 1 airport, via the decision point, and
• Contingency fuel equal to not less than 5% of the estimated fuel consumption from
the decision point to the Destination 1 airport, and
• Alternate fuel or no alternate fuel if the decision point is less than six hours from the
Destination 1 airport and the requirements of paragraph 8.1.5.6.2 above are
fulfilled, and
• Final reserve fuel, and
• Additional fuel (where required), and
• Extra fuel if required by the PIC
B
The sum of:
• Taxi fuel, and
• Trip fuel to destination 2 airport, via the decision point, and
• Contingency fuel equal to not less than the amount calculated above from departure
airport to the destination 2 airport, and
• Alternate fuel, if a destination 2 alternate airport is required, and
• Final reserve fuel, and
• Additional fuel (where required), and
• Extra fuel if required by the PIC
• Extra fuel may be taken at the PIC's discretion and, together with above mentioned
minimum block fuel, forms the actual block fuel.
Planning without destination alternate
A flight may be planned without a destination alternate if the requirements according to
paragraph 8.1.8.2.1 are fulfilled.
The minimum block fuel for such planning will consist of the sum of:
• Taxi fuel
• Trip fuel
• Contingency fuel
• Final reserve fuel
• Additional fuel which permits holding for 15 minutes at 1500 feet above destination
airport elevation in standard condition
The actual block fuel will thus consist of:
• Minimum block fuel, plus

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• Extra fuel (where decided upon)

8.1.12.2. Decision Point Procedures
At the planning stage, not all factors, which could have an influence on the fuel
consumption to the destination airport, can be foreseen. A flight can be restricted with fuel
or weather. If, after planning, the fuel is calculated to be critical (near the minimums
required for the flight), then the following procedure should be implemented. Once arriving
at the decision point, a calculation should be made of the fuel required and fuel remaining.
Flight planning software shall have capability of calculate isolated aerodrome operations
providing to add fuel to fly for two hours at normal cruise consumption above destination
airport and define a point of safe return on operational flight plan.
If insufficient fuel situation exists, a decision should be made to divert to the fuel en-route
alternate.
A flight may be planned to the destination aerodrome, via a Decision Point along the route.
Flight crew shall monitor weather information during the en-route phase of the flight, to
include current weather and forecasts, as applicable, for the:
 destination airport;
 destination alternate airport(s), if applicable;
 en-route alternate airports(s), if applicable.
The DP should be selected within 1 hour flight time from the Destination and the weather
at the Destination during flight planning should fulfil the same requirements as for the
Destination Alternate.
At the moment of passing the DP the actual weather at the Destination and the TREND
forecast should be above the Landing Minimum.
The weather at the Destination / En-Route alternate and the fuel consumption shall be
closely monitored during flight to fulfil the requirements for the DP selection along the
route.
8.1.12.3. Fuel and Oil, Carriage and Consumption, Records and
Monitoring
The remaining fuel, uplift and total amount shall be entered in technical log sheets. The
refilled amount of oil will be entered and preserved with the Tech Log. Refuelling bills shall
be passed with the flight return envelope to the commercial department Required oil
quantity and consumption will be as indicated in the SOP and the rate of oil consumption
must be closely monitored.
8.1.13. Mass and Centre of Gravity
Only qualified personnel must perform weight and balance calculations.
AZAL uses two types of mass and balance documents for internal operations:
8.1.13.1. Manual System
Manual load and trim sheets are prepared in accordance with AAR-OPS1 1.625
requirements and IATA standards by using the respective aircraft documentation and
AZAL approved passengers’ weights. SCAA has approved the load and trim sheets.

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The manual load and trim sheet is used at airports that are not equipped with the
computerized system (DCS-Departure Control System). The Manual Load and Trim sheet
is completed by qualified personnel at the handling company and controlled and approved
by the Captain prior to takeoff.
8.1.13.2. Computerized System
Based on AAR-OPS1 and IATA AHM-560 (Airport Handling Manual) requirements.
Computerized Load and Trim Sheet may be used if the DCS center has approval given by
AZAL Airlines. AHM – 560 is prepared by AZAL Ground Handling and Security section and
contains source data for computerized load and trim sheet calculation. After completion of
AHM-560 complete issue or revision data, the documents are distributed to all DCS
Centers necessary.
The DCS Center which receives the AHM-560 shall enter the data into their computerized
system and send the output with at least two test load and trim sheets to Ground Handling
and Security Section. The data printouts and test load and trim sheets are checked and
approved if they are correct. Otherwise corrective action has to be taken and no approval
shall be given until correct results are obtained.
The distribution of AHM-560 and approval process with the DCS Centers are under the
responsibility of AZAL Ground Handling and Security Section.
The implementation and practical use of the computerized system and coordination
between Handling Agencies, DCS Centers and Ground Handling and Security Section is
under the responsibility of AZAL Ground Operations Department, as outlined in Ground
Operation Manual.
8.1.13.3. Mass Definitions
Dry Operating Mass (DOM)
The total mass of the aircraft ready for a specific type of operation - excluding all usable
fuel and traffic load. The DOM includes:
 Aircraft empty weight
 Crew and crew baggage
 Catering and removable passenger service equipment
 Potable water and lavatory chemicals
 Special emergency equipment as required for the route(s)
 Cabin service equipment such as newspapers, pillows, blankets, etc.
Dry Operating Index (DOI)
The applicable index on the aircraft index system corresponding to the specific DOM.
Maximum Zero Fuel Mass (MZFM)
The maximum permissible mass of an aircraft with no usable fuel. The mass of the fuel
contained in particular tanks must be included in the ZFM when it is explicitly mentioned in
the Airplane Flight Manual limitations.
Maximum (Structural) Landing Mass (MLM)
The maximum permissible total aircraft mass upon landing under normal circumstances.

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Maximum Approved Passenger Seating Configuration

The maximum passenger seating capacity of an individual aircraft, excluding pilot seats or
flight deck seats and cabin crew seats as applicable, used by the AZAL, approved by the
SCAA.
Maximum (Structural) Takeoff Mass (MTOM)
The maximum permissible total aircraft mass at the start of the takeoff run.
Traffic Load (TL)
The total mass of passengers, baggage and cargo including any no revenue loads.
Payload (PL)
The total mass of the revenue load (pax, cargo or mail).
Last Minute Change (LMC)
A late change/amendment to the mass and balance sheet that does not require the
preparation of a new mass and balance sheet if the changes/amendments to the existing
mass and balance sheet do not exceed the limits specified in the AOM.
Certified Centre Of Gravity Limits (CG) - These are the CG limits the aircraft was
certified with. Making full use of the certified limits would assume, that the centre of gravity
was correctly computed without any errors.
Passenger Classification :
 Adults, male and female, are defined as persons of an age of 12 years and above;
 Children are defined as persons of an age of two years and above but who are
less than 12 years of age;
 Infants are defined as persons who are less than 2 years of age.
8.1.13.4. Mass and Center of Gravity Calculations
For each flight a mass and balance sheet must be prepared. The mass and balance sheet
may either be completed in a “computerized” form or as a “manual” preparation using the
corresponding forms.
Ground operations staff will prepare the mass and balance sheet also specifying the load
distribution. The person responsible for the preparation will also confirm with his signature,
that the actual load distribution is according to the mass and balance sheet.
This document must be acceptable to and countersigned by the Captain. The Captain
must be informed of any “late changes” and the details entered in the “last minute change”.
Sections of both the original and duplicate copies.
In case of any deviations from the original loading plan agreed and signed by the Captain,
the Captain shall be informed before the implementation of this change and final approval
shall be obtained by his signature. After this approval change to the loading plan shall be
implemented and final status on the Load and Trim Sheet shall be presented to the
Captain for his final approval.
One copy of Load and Trim Sheet shall be kept on ground, one copy shall be made
available for ground staff of the destination airport and the original remains with the flight
preparation documents until that crew completes the flight journey. It is the responsibility of

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both the person preparing the mass and balance sheet and the Captain, that the correct
load sheet form is used.
Flight crew is responsible to prepare mass and balance sheet when ground operation staff
are not available. In this case it will be done by F/O and controlled by Captain.
8.1.13.5. Policy for Using Standard or Actual Mass
AAR-OPS1 9.5(c).
The Company uses standard mass values for passengers and crew members when
determining the aircraft traffic load. Standard masses are shown in the tables below. A
maximum of 5 kg hand baggage are included in the figures of the table.
For baggage actual masses must be taken except, when circumstances require, standard
mass values as shown in the table below may be used.
On flights identified as carrying a significant number of passengers or baggage exceeding
the standard mass, the actual mass must be determined by weighing or by adding an
adequate mass increment.
For cargo or mail actual weights must be used as documented on the cargo manifest.
Passenger Category Male/
Female
Over 12 years 84 kg.
Children 2-12 years 35 kg.
Infant less 2 years 0 kg
Free baggage for each passengers:
 30 kg - for business class passengers
 20 kg - for economic class passengers
8.1.13.5.1. Standard Mass Values for Crew Members
The Company uses manufacturer recommended standard mass values for crew
members when determining the aircraft traffic load.
Flight Crew 80 kg
Cabin Crew 80 kg
Note: Hand luggage is already included, any additional crew baggage must be taken into account.
8.1.13.6. Mass and Balance Documentation
A company mass and balance document is to be raised in duplicate for each flight carried
out for the purpose of commercial air transport. One copy is to be carried on the aircraft,
whilst another must remain available on the ground for at least 1 day. The GOM contains
detailed loading instructions and a sample mass and balance document for the particular
aircraft type. Irrespective of whether a ‘drop-line’ mass and balance document, a standard
plan, a load calculator, or a computer program is used in establishing the aircraft’s mass
and CG position, the final mass and balance document must contain details of the
disposition of all loaded items, including fuel, and must indicate whether standard or actual
mass values have been used. The person supervising the loading must confirm by
signature that the load and its distribution are as stated on the mass and balance
document, which must also contain the name of the person who prepared it.

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The mass and balance document shall be made by qualified staff, who must be identifiable
on the document. After preparation the mass and balance document will be presented to
the flight crew.
Before accepting the mass and balance document, the Captain shall pay particular
attention to:
1. The flight number, destination, aircraft registration,
2. The date and time of the flight,
3. The number of passengers,
4. The fuel quantity,
5. Takeoff weight and Landing weights.
In case there are any errors, they shall be brought to the attention of the Load Sheet staff,
for the necessary corrections or clarifications.
Once accepted, the Captain shall accept the mass & balance document and return a
signed copy (if on paper).
The figures for the TOW shall be compared with those on the OFP to note any significant
changes, especially if the ATOW is higher than the TOW on the OFP, as the fuel
requirement may be more.
The figures from the mass and balance document shall be noted independently by both
the flight crew (and not read out by one to the other). Each pilot shall then carry out an
independent computation of the Takeoff speeds, Flaps and Thrust settings. After the two
pilots have done an independent calculation, the results compared and cross-checked. If
there is a significant discrepancy (greater than 2 knots or 2 degrees of Flex), the
calculations shall be repeated by both.
Once the final numbers are agreed, they will be entered into the AFS/FMS by the PF, and
cross checked by the PNF(PM).
8.1.13.7. Last Minute Changes
Changes to the fuel or traffic load that occur after completion of the mass and balance
report have to be documented in the section “Last Minute Changes”. This section
documents mass changes only and it is the responsibility of the Captain to determine that,
by consulting the standard load table, such changes would not critically affect the balance
of the aircraft. If in doubt he has to generate a new mass and balance report reflecting the
actual conditions. The last minute change section is not meant as a means to allow sloppy
flight planning.
Note: In case of LMC more than 2 changes it shall be coordinated by Captain together with GRH Agent only.
In this case Captain should request the updated load sheet and Manifest
A combined passenger/baggage mass of 100 kg must be used for last minute changes.
Changes of more than 7 passengers or 700 kg of fuel or payload requires a new mass and
balance sheet for A340/B767/787, 5 passengers or 500 kg for A320 and B757, 4

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passengers or 400 kg for A319, 3 passengers or 300 kg for EMBRAER 190, 2 passengers
or 200 kg EMBRAER 170 and G550/650.
8.1.13.8. Specific Gravity of Fuel
Fuel indication for all company aircraft is by capacitance type gauges and temperature is
compensated to some degree. This makes weight changes due to specific gravity
variations negligible in temperate climates. Care has to be taken to observe the gauge
indications and make adjustments to the range and the actual mass of the aircraft when
refuelling in very hot places from bowers, which have been parked in the sun for an
extended period of time.
The mass of the fuel load must be calculated using, whenever possible, the actual density.
If no figure is available the following standard density values can be taken:
 Gasoline – 0.71;
 Jet Fuel, JP1 – 0.79;
 Jet Fuel, JP4 – 0.76.
8.1.13.9. Seating Policy
The mass and balance sheet is prepared assuming a particular passenger seating
distribution. If a seat allocation system is used in connection with the preparation of the
mass and balance sheet, any possible errors in the CG position will be
covered/compensated by the operational CG envelope - provided the passengers are
seated as allocated.
“Free seating” however might require a repositioning of passengers in the cabin. The
Captain shall instruct the cabin crew to reseat passengers so as to create the actual
seating distribution in compliance with the assumed distribution on the mass and balance
sheet.
8.1.14. ATS Flight Plan
The standards of ICAO Annex 2 require the submission of flight plans for all IFR flights and
for VFR flights within designated areas (See Jeppesen Manual “AIR TRAFFIC CONTROL”
Annex 2,3.3.1.2). The individual State requirements are listed at the end of the “AIR
TRAFFIC CONTROL” section of the Jeppesen Manual and in the RAC section of the
AIP/AIM for that State.
8.1.14.1. Company Procedure
One of the purposes of an ATS Flight Plan is to ensure Search And Rescue action should
a flight become overdue at destination. The Captain must ensure that an ATS Flight Plan
is filed for any flight except VFR flights for the purpose of local flying or training that are
intended to takeoff and land at the same aerodrome.
Details of these local VFR flights must be passed to the appropriate ATS unit (“Booking-
out”) and the Flight Dispatchers are responsible for alerting the emergency services if an
aircraft has not returned within an hour of its ETA.
8.1.14.1.1. Flight Plan Changes
All changes to a Flight Plan shall be reported as soon as practicable to the appropriate Air
Traffic Service unit.

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Note: Information submitted prior to departure regarding fuel endurance or total number of persons carried
on board, if incorrect at time of departure, constitutes a significant change to the Flight Plan and as such
must be recorded.
8.1.14.1.2. Compliance with and Deviation from Flight Plans
Flights shall be conducted in accordance with the flight plan. Deliberate deviation from
Flight Plan en-route, where necessitated by a change in conditions affecting the safety,
regularity or economy of the flight, shall first be requested from the appropriate ATC
authority unless the deviation is necessitated by sudden emergency, in which case ATC
shall be informed at the earliest possible time. In each case the appropriate ATC
procedure shall be employed. In the event of inadvertent departure from Flight Plan, if it
should be:
 Deviation from track – the aircraft will be navigated to regain track as soon as
practicable, unless ATC is advised and approves, if necessary, the new track.
 Variation of True Airspeed by +5% ATC will be informed of the variation.
 Change in Estimated Elapsed Time of over 3 minutes to next reporting point – ATC
will be notified of the change.
8.1.14.2. Captains Responsibility
Whichever type of flight plan is used, the Captain must ensure that it is filed/activated, with
the appropriate notice, prior to departure.
Under normal circumstances the ATS unit for the departure/arrival station transmits
ATD/ATA to respective ATS units.
8.1.15. Operational Flight Plan (OFP)
A Flight Plan shall be completed for every intended flight, indicating that the flight can be
safely conducted, considering en-route and terminal weather according to Company
weather minima, operating restrictions and the adequacy of the fuel on board, except for
local VFR flights.
An OFP prepared by a dispatch office must show the name of the Flight Operations
Dispatcher.
Full Briefing package prepared by OCC including OFP shall be delivered to flight crew at
least 2 hours prior the STD during the flight preparation normally as main part of EFF
Meridian MFB or hard copy as alternate.(for MFB refer to EFBM and MFB user guide)
Each flight crew member shall check OFP via own Meridian account, but only PIC may
accept or decline the OFP.
PIC shall check and accept the OFP by signature either on electronic version on MFB or
hard copy in case of system malfunctions as back up method.
In case of hard copies the two copies of the OFP will be prepared by the responsible
dispatch office. One of the OFP will be filed and put the envelope with the operational
return documents after the flight or series of flights is completed by that crew.
All AZAL planned flight calculations does not exceed the maximum performance take-off
and landing weight, based upon environmental conditions expected at the times of
departure and arrival, the aircraft structural takeoff, en-route and landing weight limits.

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8.1.15.1. Format and Contents

(AAR-OPS1 4.4)
− Aircraft registration;
− Aircraft type and variant;
− Date of flight;
− Flight identification;
− Names of flight crewmembers;
− Duty assignment of flight crewmembers;
− Place of departure;
− Time of departure (actual off-block time, takeoff time);
− Place of arrival (planned and actual);
− Time of arrival (actual landing and on-block time);
− Type of operation (VFR, Ferry flight, etc.);
− Route and route segments with checkpoints; way points, distances, time and tracks;
− Planned cruising speed and flying times between check-points/way points;
− Estimated and actual times overhead;
− Safe altitudes and minimum levels;
− Planned altitudes and flight levels;
− Fuel calculations (records of in-flight fuel checks);
− Fuel on board when starting engines;
− Alternates(s) for destination and, where applicable, takeoff and en-route;
− Initial ATS Flight Plan clearance and subsequent re-clearance;
− In-flight re-planning calculations; and
− Relevant meteorological information.
The description of the Operational Flight Plan (OFP) and guidance for its use by flight
crews explained in Chapter 14.2 of this Manual.
8.1.16. Aircraft Technical Log (ATL)
General
TheATL is a system for recording defects and malfunctions discovered during the
operation and for recording details of all maintenance carried out on a particular aircraft
between scheduled visits to the base maintenance facility. In addition, it is used for
recording operating information relevant to flight safety and contains maintenance data
that the flight crew need to know.
Introduction
AZAL have a process to ensure that an aircraft technical log is maintained for all aircraft
operations and comprises the following elements:

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The ATL is prepared in accordance with AAR-M, AZAL-CAME-001 and contains the
following items:
 aircraft nationality and registration
 Date of the flight
 Flight number
 The name of Company
 Scheduled departure and destination/ Off-Block and On-Block time.
 Actual departure and destination/ Off-Block and On-Block time.
 Hours of flight
 Actual Flight and Block time
 Names of Flight Crews
 duty assignments of crew members
 Cabin defect if any
 Fuel records
 Daily check, Transit check and Captain Acceptance for Flight
 Incidents, observations, defects and Action Taken
 Ground De-Icing/Anti-Icing
 Maintenance oil information for Engines, APU and IDG
 Captain signature
 signature and identity of the person signing the release following maintenance
 preflight check signature
The ATL consists of two parts:
1. Aircraft Technical Log Book(ATLB),
2. Cabin Log Book (CLB)
The Aircraft Technical Log Book (ATLB) is used:
 By the Flight Crew for recording defects and malfunctions.
 By the Maintenance for recording details of all maintenance carried out on the
particular aircraft,
 For recording operating information relevant to flight safety and maintenance data
that the Flight Crew needs to know.
 To sign off inspections.
Note: The Cabin Log Book is not applicable for Cessna 172S fleet.
The Cabin Log Book as the part of the Technical Log System is issued for flight attendants
to enter non-flight safety relevant or non-emergency equipment cabin defects.
Additionally, an Operational Carry Over Defects List hereafter called OCOD, is added in
the rear of the ATL. The OCOD contains all technical deficiencies which are in accordance

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with the MEL and which do not require immediate action. All OCOD items are corrected in
accordance with the Repair Interval Category (A, B, C or D) specified in the MEL.
An Operational Carry Over Defects List records all accept14 daysable deferred defects
reported by the crew or the maintenance organization which affect or may affect the
operation of the aircraft and which cannot be corrected before the next flight.
Each aircraft shall have ATL on board all times that is consists of all information AAR OPS.
The ATL is used for all AZAL aircraft and comprises physically two log books: ATLB – a
log book contained flight and maintenance date entries and separate CLB – a cabin log
book (see annex for reference and procedures of the feeling up).
It is made from a “copied papers” that after the entry they cannot be erased and have four
pages for control of entries four times.
ATLB pages are retained to provide a continuous record of the last six months of
operations.
If errors are detected in ATLB, calls the crew who made these errors and presents them
the ATLB for the error correction.. Corrections are carried out by drawing a single line in
brackets through the error. i.e. (------------------)
Oil and Fuel Records
Fuel and oil records are also included to ATLB and are attached to the Transit and the
Fueling form at each station. The Pink Copy of the ATLB with the transit and fuelling form
is forwarded to the Dispatch Department/ Flight Operations Department for the purpose of
calculating performance corrections
These records are stored with the Dispatch/Flight Operations Departments and retained
for a period of six months of operations.
8.1.16.1. ATLB Handling Instructions
1. ATLB serves as a serviceability document for the aircraft flight, recording of flight and
maintenance activities.
2. ATLB shall be permanently kept in the cockpit and accompany the A/C in all flights.
3. The ATLB consist of: white, pink, blue and yellowy copy of PR. Recording of each leg
(from departure to landing) shall be done at white copy and automatically copied 3
copies of one PR.
Note: Please use ball pen only with reasonable pressure
4. After issuing CRS at home base before departure and A/C accepted by the captain,
the signed perforated lower section of the pink copy shall be removed and kept home
base.
5. After finishing of flight, the crew shall fill up all necessary sections; write up the
defects noted or alternatively “nil defects”. After the issuing of CRS, the upper
perforated section of the pink copy containing the signed off defects together with the
signed pink lower section of the next PR shall be removed and kept at the outstation
for sending to home base respectively.
6. Copies of each page of the ATLB must be handled as follow:
 original-white-is not removed and will remain in ATLB;

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 Second-Pink copy:
• After issuing CRS at home base, the ATLB pink copy page accepted and
signed by the captain before departure of the A/C, shall be removed and kept
home base.
• After issuing CRS at outstation base, the ATLB pink copy page accepted and
signed by the captain before departure of the A/C, shall be removed and kept
jointly with Transit maintenance form at the outstation for sending to home base
on monthly basis.
 Third copy-blue-for AMO;
 Forth copy-yellow-for PPCD AZAL;
Yellow cover page is for “technical carry over defects” that is any defect which is not
related to the safety of the aircraft for example interior, galley, IFE items.
Red cover page is for “operational carry over defects” that is related to the malfunctions of
the aircraft systems If, a defect is deferred in accordance with the MEL, the deferral shall
be recorded in the Deferred Item List (MME-ATL-002) in the rear of the ATL by the
Engineer signing the release to service or ATL.
8.1.16.2. Deferred Maintenance Sheets
There are three “Deferred Maintenance Sheets” available in the Maintenance Folder:
 Deferred Maintenance Sheet concerning MEL items;
 Deferred Maintenance Sheet concerning Non-MEL items; and
 Deferred Maintenance Sheet concerning cabin items.
The content of the Deferred Maintenance Sheets must be known by the respective
crewmembers before flight. Make sure that a possible time limit has not expired especially
for MEL items. The MEL time limit code refers to the following maximum extension time:
MEL Code Max. Allowed Operating Time with Deferred Item (Note 1)
A As specified (if not specified, refer to MEL)(Note 2)
B Up to 3 days
C Up to 10 days
D Up to 120 days (Note 2)
Note 1: For an overrun of these time limitations a special maintenance procedure is required (Refer to MEL
description in Section 8.6 for information).
Note 2: Within the company for Code A and D limited items an overrun shall only be applied, if the situation
requires, for a ferry flight to a maintenance organization.
Hold Item List (HIL)
Used by flight crew and technical staff to record and follow up :
 Defects and malfunctions that cannot be rectified before next flight and are covered
by the approved Minimum Equipment List. These may include aircraft
components/systems unserviceabilities or operational restrictions.
 The operational applications for which the required corrective action cannot be
taken specified in any operational procedure and/or regulation applicable to
affected aircraft. (Those operational applications limit operational conditions and/or

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aircraft performance until the corrective action has been taken in accordance with
the AZAL procedures and or any other regulative document.)
 Defects that cannot be rectified before next flight and are covered by the
Configuration Deviation List, which contained in approved Airplane Flight Manual,
Appendix CDL.
 Defects can be transferred to the HIL either from Flight and Maintenance Log (if
discovered during daily operation) or from Work pack Order & Certificate of
Release to Service. Whenever corrective action(s) of an item in the HIL to be
taken, it is transferred back to FML, corrective action recorded, HIL cleared.
8.1.16.3. Cabin Deferred Maintenance Sheet
Used by cabin crew and technical staff to record cabin defects and taken corrective
actions. For defects, which involve component replacements or deeming A/C systems
unserviceable, technical staff transfers defects to the ATLB. The technical staff via the
ATLB does corrective action or transferral to the Hold Item List(HIL).
8.1.16.4. MEL Application
(AAR-OPS1 2.7)
General
The AAR-OPS1 requires that all equipment installed on an aircraft in compliance with
Airworthiness Standards and the Operating Rules must be operative. However, the Rules
also permit the publication of a Minimum Equipment List (MEL) where compliance with
certain equipment requirements is not necessary in the interests of safety under all
operating conditions. Experience has shown that with the various levels of redundancy
designed into aircraft, operation of every system or installed component may not be
necessary when the remaining operative equipment can provide an acceptable level of
safety.
AZALs MEL, approved and authorized by the SCAA, permits operation of the aircraft with
inoperative equipment specified in the applicable conditions of the MEL.
The MEL is a document that the personnel involved in maintenance have to be familiar
with in order to ensure proper and efficient communication with the crew in case of a
defect rectification to be deferred. The decision of whether accepting or not a MEL
tolerance normally remains the responsibility of the operating crew.
8.1.16.4.1. MEL Classes
The MEL is intended to permit AZAL aircraft operations for a limited period with inoperative
items of equipment. However, if time limitations for inoperative items are not available in
the MEL, it is important to make repairs as early as possible at the main base where
repairs or replacement can be made, since additional malfunctions may require the aircraft
to be taken out of service.
8.1.16.4.2. Application
Every effort will be made by maintenance to correct all technical irregularities as early as
practicable and that the aircraft be released from maintenance base in fully operational
condition.
The decision of the Pilot to comply with the appropriate MEL requirement and to postpone
maintenance activity will supersede any other intention. The pilot must be informed by

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maintenance as soon as practicable, should it be imposed to repair inoperative item prior

to departure.
Whenever an aircraft is released by maintenance for dispatch with items inoperative the
Technical Logbook aboard the aircraft will contain a detailed description of the inoperative
item(s), special advice to the flight crew, if necessary, and information about corrective
action taken. When they are accessible to the crew in flight, the control(s), and/or
indicator(s) related to inoperative unit(s) or component(s) will be clearly placarded. If
inadvertent operation could produce a hazard, such equipment must be rendered
inoperative (physically) as given in the appropriate Maintenance Procedure.
8.1.16.4.3. Crew Acceptance
The decision of the Captain of the flight to have allowable inoperative items corrected prior
to flight will take precedence over the provisions contained in the MEL. The Captain may
request requirements above the minimum listed in the MEL, whenever in his judgment
such added equipment is essential to the safety of a particular flight under the special
conditions prevailing at the time. However, he shall never accept lower requirements.
Wherever possible, account has been taken in the MEL of multiple inoperative items.
However, it is unlikely that all possible combinations of this nature have been accounted
for.
Therefore, when operating with multiple inoperative items, the inter-relationships between
those items and the effect on the aircraft operation and crew workload must be
considered.
Before dispatching an aircraft with multiple MEL items inoperative, it will be assured that
any interface or inter-relationship between inoperative items will not result in degradation
in the level of safety and/or an undue increase in crew workload. It is particularly in this
area of multiple discrepancies and especially discrepancies in related systems, that good
judgment, based on the circumstances of the case, including climatic and en-route
conditions will be used.
8.1.17. Documents, Forms and Additional Information to be
Carried
AZAL utilizes IPAD EFBs and documents folder for storage of onboard documents
8.1.17.1. Aircraft Documents
The following documents belonging to the respective aircraft are to be carried on each
individual flight:
 The original Certificate of Registration;
 The original Certificate of Airworthiness;
 The original or a certified copy of the Noise Certificate (if applicable);
 The original or a certified copy of the Air Operator Certificate;
 The original Aircraft Radio License;
 Declaration of Competency
 RVSM Operations
 Low Visibility Operations

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 Bomb Search Checklists: SM F-SEC-03.1; SM F-SEC-03.2;SM F-SEC-03.3

 The original or a certified copy of the Third party liability Insurance Certificate(s).
8.1.17.2. Aircraft Manuals, Charts and Forms
 The current parts of the Operations Manual relevant to the duties of the crew;
Note: Those parts of the Operation Manuals (incl. The Cabin Crew Handbook CCH), which are required for
the conduct of a flight must be easily accessible to the crew on board the aircraft.
 The current Airplane Flight Manual.
 Jeppesen Route Manual (for the whole area of the flight)
 Operational Flight Plan
 Aircraft Technical Log
 Details of the filled ATS flight plan;
 Notification of special categories of passenger such as security personnel, if not
and persons in custody
 Notification to the Captain of special loads including dangerous goods
In addition to the above the following information and forms, relevant to the type and area
of operation, are to be carried on each flight:
 Additional required maps and charts and associated documents;
 Any other documentation which may be required by the States concerned with this
flight, such as cargo manifest, passenger manifest etc; and

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 Forms to comply with the reporting requirements of the Authority and the
company.
8.1.17.3. Flight Crew
Each flight crewmember shall, on each flight, carry the following documents:
 A valid flight crew license with the appropriate rating(s) for the purpose of that flight.
 A valid medical certificate
 A valid Passport
 A valid Crew Member Certificate
8.1.18. Aircraft performance for all phases of flight

Flight crews have possibility to determine or compute the aircraft performance for all
phases of flight. For take-off and landing performance calculations pilots normally use the
manufacturer’s certified software installed on EFB such as OPT for Boeing, ePerf for
Embraer and Flysmart for Airbus fleet accordingly (detailed presentations and user guides
for appropriate fleet are present on AZAL-EFBM). For in-flight performance calculations
Airbus pilots use the İn-Flight Performance Module of Flysmart software on EFB ( refer
AZAL-EFBM Appendix 1). Remaining fleet have no software for the moment and consider
conservative methods. Boeing fleet pilots refer to B757/767 FCOM Volume 1 Performance
In Flight Chapter PI, B787 FCOM Volume 1 Chapter PD and PI; Embraer fleet pilots refer
to E190 AOM Section 06 Flight Planning.

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8.2. Ground Handling Instructions

Although ground handling of passengers, aircraft services and baggage or cargo has been
arranged by the GOM, all crewmembers are required to have a close watch at the work
performed by ground personnel. It is not only the possibility of endangering the aircraft's
structure by stairways, cars etc., but also important in regard to security, because this is
the best time to place any suspicious object in an aircraft.
8.2.1. Fuelling Procedures
HF transmission are strictly prohibited during refuelling!
Responsibility
The final responsibility for the quantity and distribution of fuel rests with the Captain of
the aircraft who, prior to the commencement of each flight, ensures that the Fuel Block in
the Aircraft Technical Log is signed accordingly.
Before commencing fuelling the authorized refuellers must take precautions to ensure that
the suppliers offer the correct grade.
When operating from the home aerodrome, where fuelling takes place under the
supervision of the technical department, the Captain has to confirm with OCC that the fuel
quantity ordered is sufficient to meet his calculated requirements for the flight, and during
the preflight inspection he has to ensure that he, or a flight crewmember nominated by
him, confirms that:
 The correct type, grade and quantity of fuel has been loaded;
 All fuelling system caps are properly closed and secured;
 The aircraft fuel gauges indicate that the tanks have been filled to the required
level;
 The details of the fuel uplift have been correctly entered in the technical log and a
gross error check is carried out.
In the absence of an appointed authorized refueller it is necessary for the Captain to
assume responsibility for the refuelling of the aircraft.
Detailed and safety precautions for refueling/ defueling procedures are provided in the
applicable Aircraft Maintenance Manual (AMM) fuelling chapters,Flight Crew Operating
Manuals (FCOMs) and Ground Operations Manual (AZAL GOM)
8.2.1.1. Safety Precautions during Fuelling / De-Fuelling

The following precautions must be taken during Fuelling / De-Fuelling operations:
 Ensure that the correct grade of fuel is being supplied.
 Remain in contact with ground crew.
 Fire extinguishers are to be available at the aircraft.(for De-Fuelling)
 The number of staff permitted aboard the aircraft shall be kept to a minimum.
 APU starting is not permitted, but if it is running it may continue running.

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 Advise ground crew to stop fuelling if fumes are noticed or any other hazard
becomes apparent.
 Smoking is not permitted on or within 150 feet of the aircraft.
 If passengers are onboard, they shall remain on board, with cabin and flight crew
following special procedure in Chapter 8.2.1.4.
 Re-fuelling/de-fuelling is not permitted during thunderstorm activity.
 Bonding connections from the fuel truck (or fuel pump vehicle) shall be established
for discharging any static electricity before fuel hoses are connected. Bonding
cables must be checked regularly by refuelling personnel for serviceability.
 If fuel is spilled on the aircraft it must be removed before starting engines. Should
an appreciable amount be spilled on the ground or apron around the aircraft, it
should be moved forward or backwards a sufficient distance so that the danger of
fire when starting the engines is eliminated.
 A water check, where possible, shall be made by the Fuelling Company and the
Captain advised. He will then enter the details in the Technical Log.
8.2.1.2. Fuelling with Passengers Embarking/Disembarking or On-
Board
(AAR-OPS1 4.37)
The following precautions must be taken:
 ATC and Ramp Control must be informed.
 The Airport fire service must be properly positioned in order to quickly extinguish
fires.
 At least one flight crewmember shall remain on the flight deck.
 The Senior Cabin Attendant shall be informed in advance. he will then inform the
passengers.
 Both passenger doors must be available for evacuation. Stairs or bridges must be
attached and doors open.
 Catering loading/unloading activities are only permitted if authorized by the
Captain. Galley equipment must not block aisles or escape routes.
 No electrical switching may take place.
 Over-wing fuelling is not permitted.
 A technician or stand supervisor must be in interphone or visual contact with the
pilot on the flight deck.
 In case of an emergency during re-fuelling/de-fuelling, such as a fire or large fuel
spillage, an orderly evacuation shall be initiated, while at the same time fuelling
must be stopped.
 The pilot on the flight deck shall decide if the evacuation shall be normal or
emergency.
 Passengers shall remain seated,
 FASTEN SEAT BELT sign shall be OFF,

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 NO SMOKING sign shall be ON and cabin crew shall remain at their stations.
8.2.1.2.1. Fuelling/De-Fuelling with Passengers Embarking/ Disembarking
In additions the items above some extra precautions must be taken for Fuelling/De-fuelling
when passenger Embarking/ Disembarking:
 Fire brigade must be informed by means of ground handling company
 Passengers should be boarded ten by ten and only after they are seated, the next
group is boarded. To those passengers already in the aircraft (seated after
boarding), the procedure of refuelling with transit passenger is applied.
 During boarding one ground personnel stays with the passenger and one cabin
attendants stays at the door of the aircraft. They should coordinate with each other
and in case of an emergency situation, boarding will be suspended and if
necessary, evacuation will commence.
8.2.1.3. Precautions for using Wide Cut Fuels
AZAL aircraft are not allowed to use Wide Cut Fuel
The following text is provided for information only.
Refuelling with wide-cut type fuel, e.g. Jet-B, JP-4, or a mixture of these types is only
permitted within the limitations specified in the AFM and only if in urgent need.
When wide-cut fuel has been used, this should be recorded in the Technical Log. The next
two uplifts of fuel should be treated as though they too involved the use of wide-cut fuel.
To minimize the risk of arcing in the tank due to electrostatic discharge, although the fuel
might contain a static dissipation additive, the following additional precautions apply:
 The aircraft electrical supply should be switched off before refuelling starts and
remain off until refuelling ceases and the hoses have been removed;
 Passenger embarking/disembarking or on board is not permitted;
 With over-wing fuelling, splashing should be avoided by making sure that the
delivery nozzle extends as far as practicable into the tank. Caution should be
exercised to avoid damaging bag tanks with the nozzle.
When refuelling/defiling with wide-cut turbine fuels not containing a static dissipater, a
substantial reduction of fuelling flow rate is advisable. Reduced flow rate, as
recommended by fuel suppliers and/or aircraft 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;
 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 aircraft fuelling distribution system. It is difficult, therefore,
to quote precise flow rates.
A reduction in flow rate is, however, advisable whether pressure fuelling or over-wing
fuelling is conducted.

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8.2.1.4. Fuelling/De-Fuelling with One Engine Running

AZAL aircraft are not allowed to Fuel/De-Fuel with one engine running
8.2.2. Aircraft, Passengers and Cargo Handling Procedures Related
to Safety
8.2.2.1. Captains Responsibilities
The Captain is legally responsible for satisfying himself that the load is correctly and safely
distributed, properly stowed and secured. He must check and sign the Load Sheet at all
outstations before departure ensuring specifically that:
 The name of the person official responsible for its preparations is entered,
 The signature of the person supervising the loading is entered,
 The aircraft registration, Dry Operating Weight and Index are correct,
 The flight number and date are correct for the intended flight,
 The number of crew and supernumary is correct and the briefing consists the
following; (supernumerary safety information, smoking restriction, Evacution
procedure, Medical urgency situation and procedure, Non-normal procedure,
arming and disarming doors, G-loads affects, cargo secuired confirmation)
 The limiting weights are correct
 The takeoff fuel agrees with the flight plan including changes,
 The actual takeoff weight, including any last minute changes, corresponds with that
previously estimated for a gross error check,
 The passenger load is correct,
 The balance chart on a manually completed load sheet has been used correctly
8.2.2.2. Embarking and Disembarking Passengers
Before disembarking or embarking, cabin stair or jet way and guard rail must be in
position.
The step between stair and aircraft should not be too high and the stair should be against
the aircraft.
Boarding shall not commence until the Captain or his representative has given clearance.
Disembarkation shall not commence until the crew has received confirmation from ground
staff that passenger steps/jet ways are safely in position and that ground equipment will
not be a hazard.
When passengers are embarking required cabin crew must be on board able to give
instruction about seat availability or allocation and hand baggage storage.
REMARK: During refuelling the weight of the aircraft increases and the shock absorbers
settle down. In consequence the bottom of the door may touch the stair and may be
damaged.
8.2.2.3. Missing Passenger
In case of a passenger missing, his checked baggage must be unloaded. If necessary all
checked baggage should be unloaded and all passengers should be disembarked and

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required to identify their baggage. The captain shall request airport security assistance
should any unidentified baggage remain.
8.2.2.4. Crew Information Sheet and Notification to Captain
(AAR-OPS1 1.135)
A Crew Information Sheet is mandatory for each flight. It will be issued by the boarding
station, informing the crew of all special categories of passenger such as security
personnel, if not considered as crew, handicapped persons, inadmissible passengers,
deportees and persons in custody. In addition it serves as notification of special loads
including dangerous goods including written information to the Captain.
Prior to each flight the representative handling company will be responsible for the
completion and delivery of this form, and the load sheet, to the crew. The form also
includes catering and flight delay information.
There are three copies of the form. After being signed by the handling representative and
senior cabin attendant, the handling representative will retain the original copy. This copy
will be retained for 3 months in the boarding station in accordance with AAR-OPS1 15.5.
The senior cabin attendant will keep the red copy and deliver the yellow copy to the
Captain.
The senior cabin attendant will deliver the red copy together with the cabin flight report at
the end of the flight duty.
The Captain will retain this copy for the duration of the flight duty and hand to operations
by means of flight envelope. Operations will keep the copy for 3 months.
8.2.2.5. Passenger Manifest
The Handling Agent for each flight shall provide a Passenger Manifest. It will be either a
computerized list or a hand-written form. A copy of the manifest will be given to the
Custom Department before each departure.
8.2.2.6. Smoking / Non Smoking Sections
All AZAL flights are NON SMOKING flights.
8.2.2.7. Seat Allocation
All persons on board aged 2 years or more must occupy a fixed seat fitted with a safety
belt (or a berth fitted with a restraining belt). Seats layout must permit access to
emergency evacuation doors and the assistance of the cabin crew.
Any infant (less than 2 years old) must be attended by an adult (more than 18 years old).
This adult may hold the infant in his arms and the safety belt of this adult seat must not
strap the infant but only the adult. A supplementary loop belt or other restraint device must
be used for the infant.
The number of life vests and oxygen masks per seat row must not be less than the
number of passengers of the seat row.
Any child (less than 12 years old) should be assisted by an adult seated near him. One
adult may assist a group of no more than twelve children. The adult attending children
must be informed of safety instructions, the layout of the emergency exits and of the use of
the individual safety equipment. An adult may attend a group of children if he is not in
charge during the flight of an infant less than 2 years old. This adult could be a flight

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attendant in addition of the minimum flight attendants number and being not on safety duty
during the flight.
8.2.2.8. Maximum Number of Passengers
It is not permitted to check-in more passengers than the maximum permitted number. The
maximum number of infants will be reduced by the number of unaccompanied minors or
wheel-chair passengers.
The Captain must be informed before departure of any invalid or handicapped on board
his aircraft.
The maximum number of infants:
A340-500 28
B787-800 28
B767-300 28
B757-200 25
A319/320 20
EMBRAER 190 15
The maximum permissible number of passengers and infants will be restricted by the
number of seat belts and life jackets (when required) on board.
8.2.2.8.1. VIP and CIP
Passengers who may be of real commercial interest to AZAL, or who are widely known
people in private or public life, are to be given special attention on the ground and onboard
the aircraft. Stations seeing that one of these passengers is booked on one of our flights
should make the necessary arrangements to offer him a personalized service at the
airport, including assistance by a staff member through customs/immigration formalities,
use of special waiting rooms if necessary, seat selection, courtesy drinks and pre-
boarding.
If additional attention is considered necessary. The station of departure shall advise the
Cabin Crew and the Captain, the VIP’s name and/or title and the seat number allocated to
him. The arrival station shall be advised on the Load Message of any special assistance
required. The same service offered on departure shall be offered on arrival.
8.2.2.8.2. Utilisation of Jump Seats and Crew Seats
(AAR-OPS1 2.27)
The primary purpose of the jump seat is to enable line training/checking to be carried out.
Certain other categories of passengers may be authorised to occupy the jump seat during
flight. The Captain should use the following priority list when permitting occupancy of the
jump seat:
 Training Captains in uniform who are actively engaged in checking the cockpit
crew, and crew positioning for training.
 Flight crew members in uniform that are positioning.
 Cabin attendants when there are no seats available in the cabin.

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 Technical Staff from Maintenance/Engineering that are engaged in specific

checking and observation of aircraft systems in flight.
 Company flight crew members on passes or rebate travel for personal reasons, or
other Company personnel who are properly ticketed, if no cabin seats are
available.
 Flight crew members of other carriers, properly ticketed and no cabin seats are
available.
 ATC Members on familiarisation flights with prior approval and written permission
of the FOD.
 Inspectors of the Civil Aviation Department, who are in possession of the permit
issued by or on behalf of the SCAA, are authorized to occupy the jump seat,
provided that this is in the performance of their duty.
 Persons, who are authorized by Deputy Executive Director on Flight Operations -
Flight Operations Director to occupy the jump seat.
Fare paying commercial passengers must not be allowed in the cockpit
CAPTAINS SHOULD ENSURE THAT PERSONS, OTHER THAN FLIGHT CREW,
OCCUPYING THE JUMPSEAT ARE TICKETED, JUMPSEAT BOARDING PASSES
ISSUED AND ARE FULLY BRIEFED ON EMERGENCY PROCEDURES.
UNDER NO CIRCUMSTANCES MAY ALCOHOL BE SERVED TO JUMPSEAT
PASSENGERS, NOR MAY A PASSENGER BE SEATED IN THE JUMPSEAT AFTER
CONSUMING ALCOHOL IN THE CABIN.
Note: AZAL Flight Crew only may travel in the cockpit jump seat without tickets. Name of the Crew should be
added to the Crew documentation. With the exception of Training Captains on duty, all travel in the jump seat
shall be at the absolute discretion of the PIC.
Final authority for refuse remains with the PIC.
8.2.2.9. Positioning Flights
Operational ferry or position flights may be provided with at least one cabin attendant for
the primary function of fire and smoke watch (if possible). These cabin attendants will
provide service to crews as secondary function. In addition they will carry out the functions
required security checks, door arming/disarming, door operation, company mail, etc as
required.
Passenger are not allowed to be carried on positioning flights.
8.2.2.10. Delay after Boarding
Information is the most important factor during delay.
The objective must be to handle the situation in a calm and competent manner so that the
passengers are kept well informed and suffer as little inconvenience as possible
If the estimated delay is up to 2:00 hours, at the Captains discretion the passengers may
be disembarked to a transit lounge. If they are kept on the aircraft, they may be given drink
service at Captains decision.
If the estimated delay is more than 2:00 hours the passengers should be disembarked to a
transit lounge

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8.2.2.11. Sick Passengers, Passengers with Reduced Mobility

(AAR-OPS1 4.29)
A person with reduced mobility (PRM) is understood to mean a person whose mobility is
reduced due to physical incapacity (sensory or locomotion), an intellectual deficiency, age,
illness or any other cause of disability when using transport and when the situation needs
special attention and the adaptation to a person’s need of the service made available to all
passengers.
In normal circumstances PRMs should not be seated adjacent to an emergency exit.
In circumstances in which the number of PRMs forms a significant proportion of the total
number of passengers carried on board:
 The number of PRMs should not exceed the number of able-bodied persons
capable of assisting with an emergency evacuation; and
 The guidance given in paragraph 2 above should be followed to the maximum
extent possible.
Sick passengers can only be accepted if holding a written flight authorization from a doctor
of medicine. (which has to be dated within 7 days prior to departure).
Normally a doctor, family member or escort shall accompany passengers on stretchers.
No transportation, under any circumstances, will be provided to a person who:
 Has a contagious/infectious disease, e.g. open tuberculosis, infectious hepatitis,
scarlet fever, diphtheria, chickenpox, etc.
 Has suffered a heart attack or stroke within the last eight (8) weeks.
 Requires medical attention by pneumatic or electrically operated apparatus, which,
for specific reasons, is not allowed on board.
PRMs must not be allocated, nor occupy seats where their presence could:
 Impede the crew in their duties
 Obstruct access to the emergency equipment; or
 Impede the emergency evacuation of the aircraft.
8.2.2.12. Pregnant Women
Pregnant Women Carriage Regulations
Weeks Restrictions
Only Declaration of liability exemption needed, no
0-26
medical documents needed
Declaration of liability exemption, Medical certificate
26-32 (32 week is included) confirming health status and time of pregnancy is
required
higher than 32 week No travel is permitted
Note: All pregnant women are required to provide present medical certificate stating the number of weeks
of the pregnancy and confirming she is fit to fly signed by a doctor.

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For newborn baby’s transportation the birth certificate (maternity hosbital certificate) shall
be submitted. For a baby 7 days old the certificate about his/her health condition is not
required.
8.2.2.13. Disabled / Handicapped Passengers
Passengers who neither can reach the aircraft or exit the aircraft through the emergency
exits by their own means, nor comply with instructions given orally or visually are
considered to be disabled passengers.
In order to safeguard an evacuation of all passengers, these persons must not be seated
in the areas of emergency exits. In case of an emergency evacuation, crowds of people
may build up ne7 daysar the emergency exits, making it difficult to assist disabled
passengers in leaving the aircraft. Because of this, disabled passengers must remain at or
near their seats until all other passengers have been evacuated. After the evacuation, the
disabled should be brought by the cabin crew to a point far enough from the aircraft to no
longer be endangered by fire or explosion.
Disabled passengers must be boarded before all other passengers and disembarked after
all passengers.
Medical Clearance -Some disabled passengers require a Doctor’s certificate, which has
to be dated within 7 days prior to departure to ensure that the passenger is acceptable to
authorities in the country of destination. The certificate should also provide information of
his condition and care he may require in flight.
Physically Disabled -Physically disabled people will not usually travel alone, however, if
they do then give any assistance necessary, but avoid fussing over the person, any hint of
pity can be damaging to both pride and dignity. Handicapped people must not be seated
near emergency exits. Pre-board these passengers.
Mentally Handicapped -Treat these passengers with patience and kindness, giving them
your full attention. Always inform the Captain of any disabled passengers on board the
aircraft.
8.2.2.14. Handicapped / Wheelchair / Prosthetic Device Passengers
Those passengers who cannot be subjected to normal metal detection screening
procedures must be screened by frisking with their consent. In order to safeguard an
evacuation of all passengers, these persons must not be seated in the areas of emergency
exits.
Wheelchairs are to be made available to our passengers as required.
Wheelchair passengers must be offered every assistance while boarding, in flight,
deplaning and proceeding through customs and immigration facilities.
There are three types of wheelchair passengers. These are:
 WCHR - Passenger who can ascend/descend steps and make own way to/from
cabin seat but requires wheelchair for distances to/from aircraft.
 WCHS - Passenger who cannot ascend/descend steps but is able to make own
way to/from cabin seat. Requires wheelchair for distance to/from aircraft and must
be carried up/down steps.
 WCHC - Passenger completely immobile. Requires wheelchair to/from aircraft and
must be carried up/down steps and to/from cabin seat.

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The above abbreviations are to be used in the Supplementary Information (SI) section of
the Departure message whenever a wheelchair passenger is carried.
If a passenger is travelling with his own wheelchair it should be tagged with the
appropriate destination tag and loaded last, in order that the wheelchair is readily
accessible at the destination
8.2.2.14.1. Carriage of Battery Powered Wheelchairs
As checked baggage only, wheelchairs or other battery-powered mobility aids with
nonspillable batteries, provided that the battery is disconnected, the battery terminals are
insulated to prevent accidental short circuits and the battery is securely attached to the
wheelchair or mobility aid.
As checked baggage only, wheelchairs or other battery powered mobility aids with
spillable batteries provided that the wheelchair or mobility aid can be loaded, stowed,
secured and unloaded always in an upright position and that the battery is disconnected,
the battery terminals are insulated to prevent accidental short circuits and the battery is
securely attached to the wheelchair or mobility aid.
The pilot-in-command must be informed of the location of a wheelchair or mobility aid with
an installed battery or the location of a packed battery. It is unloaded always in an upright
position, the battery must be removed and the wheelchair or mobility aid may then be
carried in strong rigid packaging as follows:
a) Packaging 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 restrain (other than by bracing with freight or baggage) such
as by use of restraining straps, brackets or holders.
b) Batteries must be protected against short circuits, secured upright in these
packaging and surrounded by compatible absorbent material sufficient to absorb
their total liquid contents;
c) These packaging must be marked with “WET BATTERY” recommended that
passengers make advance arrangements with each operator; also that batteries
which are spillable should be fitted with spill-resistant vent caps when feasible.
Wheelchair passengers will be seated where possible in areas close to the aircraft
doors.
8.2.2.15. Stretchers
Passengers on a stretcher may only travel in the economy class.
According to the regulations of Azerbaijan Hava Yollari, carriage of the passengers on a
stretcher shall be agreed with the airline in advance. (at least 48 hours prior to departure)
The number of passenger carried on Stretcher (STCR)
AC Type B787 B767 B757 A340 A320 A319 E190
Maximum
number of 0 1 1 1 1 1 1
STCR

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8.2.2.16. Transportation of Inadmissible Passengers, Deportees or

Persons in Custody
Inadmissible Passengers - are passengers who are refused admission to a country by
the authorities of that country, e.g. due to a lack of visa, expired passport, lack of funds or
suspected intent to illegally take up employment. Unless ordered otherwise by the refusing
authority, the passenger shall be carried outbound again on a flight of the inbound carrier
to the country from which he was flown.
Deportees - are foreign persons who had legally been admitted to a country or who had
entered a country illegally, and who, at some later time, are formally ordered by the
authorities to be removed from that country. AZAL and the aircraft Captain have not only
the right, but also the duty to refuse transportation of such passengers if their carriage
poses any risk to the safety of the aircraft or its occupants. Therefore, AZAL and the
Captain are entitled to be informed of the reason for deportation, and insist on the
passenger being escorted on the flight by a representative of the deporting country, with a
ticket at the applicable fare being provided for him by the deporting authority. When it has
been decided that the passenger requires an escort, such escort shall be present and on
duty when the passenger is checked in, and shall remain so until the company
relinquishes responsibility for the passenger. Such passengers should be boarded before
and deplaned after all other passengers. They should be seated at a window seat in the
last row.
The Captain shall brief his crew accordingly. AZAL retains the right to refuse carriage of
such passengers if in its opinion they pose a threat to the safety of the aircraft or
passengers. (Refet to CCH-A Chapter 6.3.5)
The number of deportees passengers carried on any flight may not exceed the
number of cabin crew on the flight.
Persons in Custody - In the case of transportation of specially dangerous criminal or
person in custody willing to escape the number of custody passengers carried on any flight
shall not exceed 1(one) and must be accompanied at least by 3(three) escorts.
For the widebody aircrafts within Azerbaijan Republic AZAL transports no more than 10
persons in custody shall accompany with 2 escorts for each one, for the single aisle
aircrafts 3 persons in custody with accompanied 2 escorts for each according to the order
№ 194 of The Cabinet of Ministers of Azerbaijan Republic from August 02, 2013
(Regulation for the transportation of persons in custody by plane) (Refer to Security
Manual)
8.2.2.17. Unaccompanied Minors (UM)
Unaccompanied children of less than 5 years of age cannot be accepted for travel on any
flight. Children between 5 and 14 years of age may be accepted for travelling alone
providing that.
EMBRAER
Aircraft Type A340 B787 B767 B757 A319/320
170/190
Max. Number of
10 10 10 10 10 5
UM
They are accompanied to the airport of departure by an adult authorized airport of

children’s departure documents necessary for their travel and a form of indemnity.

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(Discharge of Responsibility for unaccompanied minors under the age of 12) or similar
Handling Agent’s own form completed by the children’s parents or legal guardians.
They are met at the airport of arrival by the person designated by the parents or the
guardians.
The indemnity form is to be completed in three copies and distributed as follows Original to
station file.
• 1st copy to be attached to the minor’s ticket
• 2nd copy to be handed to the Flight Hostess
Unaccompanied minors shall remain in the parent or guardian’s care until the flight is
called for embarkation. A staff member shall accompany the minors to the aircraft and will
personally transfer the responsibility of their care to the Cabin Crew. The escort should be
requested to stay at the airport until the aircraft has taken off.
8.2.2.18. Permissible Size and Weight of Hand Baggage
Cabin baggage comprises all articles not listed as personal effects but required in the
cabin by the passengers during the flight. It must be restricted to one piece per passenger.
Limitations for cabin baggage are:
One piece of hand luggage only is allowed in to the cabin.
Max dimensions of hand baggage must not exceed 110 cm (55x35x20) for B757/767/787,
A319/320/340, G550/650, E170/190
It must be checked and labelled. The amount must be shown in the Load-sheet and added
to the traffic load.
 for the passengers of Business Class – 2 pieces total weighting 15 kg;
 for the passengers of Economy Class– 1 piece weighting 8 kg.
Items exceeding these limitations must be checked-in as registered baggage and be
stowed in the holds.
If, due to weight or volume difficulties, cabin baggage cannot be stored in hayracks or
below seats, it must be loaded in the holds. Passengers must be advised to take their
valuables out of this baggage, as no insurance is valid for these goods.
Please make sure that these loaded items will be off-loaded at the arrival station.
In addition to the free baggage allowance, the passenger may carry the following articles:
 A ladies handbag, pocketbook or purse
 An overcoat, wrap or blanket.
 An umbrella or walking stick.
 A small camera and/or pair of binoculars.
 A reasonable amount of reading material for the flight.
 Infant food for consumption during flight.
Note: Infants carrying basket and/or baby’s trolley/pushchair should be transported in cargo compartment
only.

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8.2.2.19. Carriage of small Pets in Cabin and Guide Dog for Blind
Passenger
Aircraft Type A340 B787 B767 B757 A319/320 E170/190
Max. Number 6 6 6 4 4 2
Pets (including guide dog for blind passenger) should be carried in closed and sufficiently
ventilated kennel or suitable container such as basket or travel bag.
This must remain closed during the flight. The maximum size of the container will be
55 x 40 x 20cm
The container will be stowed on the floor at the passenger’s feet, under the seat in front.
Do not use emergency rows. Loading Instruction/Report Form: State type of animal in
special instruction box with any specific instructions for the loading staff.
Load-sheet : PET in cabin required
Load message PET entry as appropriate is required.
No Livestock may be carried in cabin on AZAL.
The Livestock may be carried in cargo compartments. The packaging and carriage
of live animals in cargo compartments shall be according IATA Live Animals
Regulations (AVI - Live Animals).
8.2.2.20. Company Mail (CO-MAIL)
Definition
Company-mail (CO-MAIL) means packages and mail belonging to AZAL or other
companies which have an agreement with AZAL, which have no commercial value, can be
carried by hand, are allowed to enter and leave the airport and have no customs
obligations.
Responsibilities
Station Managers and Handling Agents are responsible for Company Mail. The Company-
mail to be carried by aircraft, should comply with the following:
 Should be properly wrapped. (Suitable for carrying by hand)
 Should not be a document of commercial value.
 The parcel should be open at the edge to allow Customs to view the contents.
The Company Mail form should have sufficient information.
The contents of the Company Mail should not be:
 Documents or material, the transport of which has been forbidden by security or
other organizations.
 Materials of commercial value.
 Should not be irregularly wrapped and should not be too heavy to be carried by
hand.
 Should not contain jewels.
 Except for AZAL money, should not contain money belonging to other companies.

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The Company-Mail complying with the above specifications will be carried after the
relevant person at the station fills out the necessary form. These delivery forms should be
retained at the departments involved, for three months. All receiving stations must be
informed of arriving co-mail.
The Chief Cabin Attendant will check all CO-MAIL before signing the CO-MAIL form and
advise the Captain, who will check the CO-MAIL if he wishes.
8.2.2.21. Refusal of Baggage
All below mentioned articles must be refused carriage unless special permission is given
by the Company.
Articles that are not directly connected with the particular journey of a passenger.
 Unaccompanied baggage.
 Articles unsuitable for carriage due to their size, weight or characteristics.
 Any order type of articles likely to endanger the aircraft, persons or property or
which will probably be damaged by air transport.
In all case where transportation of articles is not allowed by applicable regulations or laws
or any country to be flown from, to or over, such transportation has to be refused.
8.2.2.22. Perishable Cargo
The acceptance and transportation requirements for any perishable cargo carried on AZAL
aircraft shall be in accordance with applicable national and international rules and
regulations ,inclusive of storage , loading and off-loading requirements. Documentation
requirements for perishables are detailed in the PCM (Perishable Cargo Manual).
Perishable cargo is cargo subject to decay, deterioration and depreciation or goods whose
condition or suitability for original purpose may deteriorate if exposed to undue changes in
temperature or humidity, or delay in carriage.
Booking
Shipments of perishables must be booked through to final destination.
Acceptance
Perishables will be accepted
 without responsibility on the part of AZAL for loss or damage due to change in
climate, temperature, altitude or other ordinary exposures
 when the shipper has provided written instructions as to any special handling
required. These instructions shall be shown on Air Waybill and the packages
 all packages are marked with PERISHABLE label and the THIS WAY UP label if
applicable.
Storing and Loading
Depending on the nature of the goods, cold or heated storage must be provided for such
cargo when stored at departure, transfer and destination.
For further information on facilities at stations refer to:
 TACT (The Air Cargo Tariffs) information by Countries

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Due consideration must also be given to the temperature conditions in the cargo
compartments during flight. Perishables shall be stowed in compartments offering the most
suitable conditions.
Information about temperature required shall be addressed to Flight Operations or
Production Department in Baku.
Recommended temperatures for perishables of different kinds:
> Asparagus 4- 6 °C
> Berries (all kinds) 4- 6 °C
> Candy/confectionery 14-16 °C
> Fruit 6- 8 °C
> Flowers 4- 6 °C
> Hatching eggs 10-15 °C
> Lettuce (head or chopped) 4- 6 °C
> Mushrooms 4- 6 °C
Seafood – Packing Requirements

Seafood, whether fresh, salted, or frozen must be delivered to AZAL absolutely watertight.
Leaking liquid from seafood is highly corrosive to aircraft structure and can result in costly
repair work. Even getting rid of the high odour level from such leaking liquid can cause
similar problems.
Packaging
Inside any outer package, the product must be completely enclosed in a sealed
polyethylene (plastic) bag of sufficient thickness to resist punctures by fish bones or fins.
Whenever crossed ice is loaded in the package, approved absorbing material shall be
placed underneath the seafood and ice.
The outer package must be strong enough to allow stacking on pallets and sealed so they
are absolutely leak proof, even if loaded up-side-down.
Fibreboard
Packing constructed of fibreboard shall be wax-impregnated. Max. gross weight per carton
must not exceed 20 kg.

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8.2.2.23. Transport of Human Remains

If a Tour Operator requests to have a human remains carried by AZAL, such a request
must be sent to the Ground Operation Manager for authorization. The acceptance of
transportation of a human remains is dependent on many circumstances and no basic
principles of acceptance are laid down. Each case will be individually treated in on its
merits.
The Tour Operator requesting such transportation will be responsible for all consular,
customs and sanitary formalities which are necessary, as well as for all direct or indirect
costs involved with such transportation.
Transportation of coffins or funeral urns on passenger flights will be allowed taking into
account the following conditions:
 The Captain must be informed non-cremated human remains shall be contained in
a hermetically sealed inner coffin of lead or zinc inside a wooden coffin.
 The outside covering of the coffin or urn (if ashes), must be entirely concealed in
such a way that the nature of its contents is not apparent to other passengers.
 Coffins and urns will always be stowed in cargo holds.
 Appropriate remarks must be entered on the Load sheet.
 A consignee and/or a funeral home must be guaranteed by the tour operator.
8.2.2.24. Positioning of Ground Equipment
To avoid the risk of ingestion or jet blast or other damage, servicing equipments such as
steps, baggage conveyors or trucks should not be permitted close to the aircraft, nor
should personnel approach hold doors until the engines have been shut down.
Diagram illustrating the correct positioning of ground servicing equipment appear in the
Aircraft Operating Manuals and in the Company’s Ground Operations Manual information
is also contained in IATA Airport handling Manual
8.2.2.25. Operation of Aircraft Doors
Refer to the FCOM of the aircraft for the operation and limitations of the doors and
specially to the CCM for the cabin doors and to the cargo loading manual of the aircraft for
the cargo doors.
Once all doors are closed and the aircraft has commenced to move, a cockpit crew, or the
senior cabin attendant should request, through the aircraft PA, flight attendants to arm
doors slides and cross-check (the opposite door slide).
Opening the doors must not be without the allowance of the Captain. Before opening the
doors, no cabin differential pressure should exist.
When escape slide deployment is not required, cabin doors slides must be disarmed
before opening. Opening a door or emergency exit from the outside automatically
deactivates the escape slide / raft, if armed.
8.2.2.26. Safety on the Ramp
General

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No unauthorized personnel shall enter the ramp. All personnel, whose duties necessitate
their being in close proximity to aircraft engines, wings, and landing gear etc., should
adhere to the guidelines set out below.
 Smoking on the ramp is strictly forbidden.
 Ramp surfaces should be regularly checked to prevent accidents caused by
spillages of oil or fuel, ice or snow.
 Foreign objects on the ramp should be removed in order to prevent “foreign object
damage” to tires or engines.
 Ramp personnel and crewmembers shall wear ear protection while on the ramp.
 At night crew and Ground Personnel shall wear high visibility clothing. (day and
night time at foreign airports)
Jet Engine Ingestion Precautions
It is extremely dangerous to stand within 25 feet of the intake of a running engine. Even
when the engine has been shut down it continues to rotate for a short while. For most of
this time it is unsafe to be in the danger area. The danger area is further increased under
adverse weather conditions.
Jet Blast Precautions
Personnel should exercise extreme caution when walking or driving behind an operating
jet engine, particularly when the aircraft is taxiing or commencing to taxi or when engines
are being run up during tests.
Approaching the Aircraft
Until the anti-collision lights have been switched off, no person or vehicle may approach
the aircraft.
Venting Areas
During re-fuelling operations, fuel vents give off highly inflammable fuel vapour. Vehicles
must not be permitted within a radius of 15ft of the fuel vents during re-fuelling.
8.2.2.27. Start Up, Ramp Departure and Arrival Procedures
Engines should only be started by pilots or ground personal authorized to the so, Engine
start-up clearance shall only be given after engineer or approved person has checked:
 The anti-collision light is on
 All doors, panels and hatches are locked and secure
 Security zones around the section and blast areas have been cleared.
The Captain should receive confirmation from the engineer or approved person that doors,
panels and hatches are locked and secure prior to engine start.
Ground to cockpit communications shall normally be performed by means of a headset. If
that is not possible hand signals shall be used. At nighttimes the cockpit dome light will be
on until getting taxi clearance.
Signals for engine start-up shall only be given after the marshalled has ensured that the
security zone around the suction and blast areas have been cleared and after he has been
given “clearance for start-up”.

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 Engine starting during pushback and towing is permitted.

 Start-up and pushback procedures are solely the responsibility of the Station
Engineer or ground staff with a pushback authorization.
 Upon arrival, hand signals only shall be used from ground to cockpit for “Chocks
are in position” and “Shut down engines”.
After arrival at the ramp parking position, parking brakes shall not be released until all
engines have been shut down and until the cockpit crew are assured that the chocks have
been inserted and the aircraft is not moving.
As soon as the aircraft begins taxiing the Captain assumes responsibility for safe
manoeuvring of the aircraft on the ramp/apron.
As the pilot cannot see all traffic on the ramp, he must rely on clear signals from the
marshaller. The marshaller must ensure that the engine and intake areas are free from
personnel or equipment before start-up clearance is given.
Should a problem arise after the technician has disconnected the headset, the Captain will
flash the taxi lights to advise him to re-connect the headset.
Having regard to the situation around the aircraft, especially the distance from other
aircraft, the pilot will select an adequate taxi speed and handle throttles in such a way as
to handle blast effect and noise, particularly at start of taxi roll from standstill.
Caution is advised when taxiing in low visibility conditions. To render the aircraft visible to
other aircraft the display of all lights (even strobes if required) is recommended, unless
vision is thereby impaired. Care should be taken not to blind other traffic or ground staff.
8.2.2.28. Servicing of Aircraft
For aircraft handling in Strong Winds (Above 30Knots) the following safety regulations
shall be adhered to:
 Passengers shall embark/disembark through the forward cabin only;
 During loading, the Forward Cargo compartment shall be loaded first
 During unloading, the AFT cargo compartment shall be unloaded first
 After unloading the aircraft, all servicing equipment and passenger steps, not
immediately needed, shall be removed from the aircraft to a distance of at least 10 meters
and secured.
Water Service
Potable water systems are susceptible to contamination by bacteria and other micro
organisms. Therefore it is essential that such water is free from chemical
substances/microorganisms which might cause illness, and that it is chlorinated.
AZAL shall ensure that suitable bacteriological examinations of water samples taken from
water supply systems, servicing vehicles and aircraft water systems are carried out at least
once a month.
Potable water services shall not be filled up from the same tap as toilet services.
Potable water services and toilet services shall not be parked in the same area.
Personnel engaged in toilet servicing shall not perform water service.

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Operating Procedures Date: 28 Dec. 19
AZAL, in cooperation with its handling agents, shall compile a list of stations where uplift of
water is permitted.
Removal and Disposal of Waste
According to WHO’s International Health Regulations, “every airport shall be provided with
an effective system for the removal and safe disposal of excrement, refuse, waste water,
condemned food, and other such matters dangerous to health”.
The Handling Agent will provide a warning to AZAL Operations when the removal of waste
at a particular airport is not assured. Flight and Cabin Crew shall also be advised.
Toilet Servicing
Check for visible signs of leakage from the service panel Cap should be carefully checked
for serviceability and security after toilet servicing.
If at any time, seepage is detected from the caps or the access panel it should be brought
to the attention of the Engineer staff. Such seepage may also be detected by the presence
of a blue or green streak on the fuselage near the access panel.
Cleaning of Cabin
Cleaning of the aircraft should be finished, and cleaning personnel should have left the
aircraft before passenger embarkation.
If passengers stay on board during transit, cabin cleaning should be performed in such a
way as not to disturb the passengers.
The flight deck may only be cleaned under the supervision of a AZAL employee.
8.2.2.29. Documents and Forms for Aircraft Handling
(AAR-OPS1 2.32)
AZAL shall ensure that the following are carried on each flight:
 The Certificate of Registration;
 The Certificate of Airworthiness;
 The original or a copy of the Noise Certificate (if applicable)[including an English
translation, where one has been provided by the Authority responsible for issuing
the noise certificate;]
 The original or a copy of the Air Operator Certificate;
 The Aircraft Radio Licence; and
 The original or a copy of the Third party liability Insurance Certificate(s).
Each flight crew member shall, on each flight, carry a valid medical and a valid flight crew
licence with appropriate rating(s) for the purpose of the flight. 8.25.3. Validity of Licenses
and other Personal Documents.
8.2.2.29.1. Manuals to be carried
(AAR-OPS1 1.130)
AZAL shall ensure that:
 The current parts of the Operations Manual relevant to the duties of the crew are
carried on each flight;

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 Those parts of the Operations Manual which are required for the conduct of a flight
are easily accessible to the crew on board the aircraft; and
 The current Airplane Flight Manual, SOP, MEL, Airport Analyses are carried in the
aircraft unless the Authority has accepted that the Operations Manual prescribed in
AAR-OPS11.1045, Appendix 1.
8.2.2.29.2. Additional Information and Forms to be Carried
(AAR-OPS1 15.2.1)
AZAL shall ensure that, in addition to the documents and manuals prescribed in AAR-
OPS1 1.125 and AAR-OPS1 1.130, the following information and forms, relevant to the
type and area of operation, are carried on each flight:
 Operational Flight Plan containing at least the information required in AAR-OPS1
4.4;
 Aircraft Technical Log containing at least the information required in AAR-OPS1
1.915(a);
 Details of the filed ATS flight plan;
 Mass and balance documentation as specified in Subpart J;
 Notification of special categories of passenger such as security personnel, if not
and persons in custody;
 Notification of special loads including dangerous goods including written
information to the Captain as prescribed in AAR-OPS1 1.1215(d);
 Current maps and charts and associated documents as prescribed in AAR-OPS1
1.290(b)(7);
 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 AZAL.
The Authority may permit the information as detailed in this sub-paragraph above, or parts
thereof, to be presented in a form other than on printed paper. An acceptable standard of
accessibility, usability and reliability must be assured. Check-Lists Bomb Handling
Procedure Manifests (Passenger, Cargo, etc.) Empty Forms (Reporting Forms, etc.) are
carried in the aircraft.
8.2.2.30. Multiple Occupancy of Aircraft Seats
Multiple occupancy of crew seats, whether by crewmembers or by passengers, is strictly
prohibited.
8.2.3. Procedures for the Refusal of Embarkation
The aircraft Captain has the statutory authority to refuse entry to his aircraft of anyone
whose presence on ground or in flight could represent a hazard to the safety of the aircraft
or its passengers. Such persons could include those suspected of being under the

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influence of alcohol or drugs to the extent that the safety of the aircraft or its occupants is
likely to be endangered, or of suffering from any form of mental or physical illness which
could put the remaining passengers at risk. In the case of known or declared illnesses,
arrangements may be made for such sufferers to be carried if prior medical approval has
been given, and qualified nursing personnel accompany the patient(s).
In order to assist the Captain in the proper exercise of this authority, all company
personnel engaged in passenger handling and loading, including other crewmembers,
handling agents and check-in personnel, should alert the Captain if at any time they
consider that the condition of particular passengers could jeopardize the safety of a
proposed flight.
If difficulties are encountered in dealing with such passengers, particularly those who may
require physical restraint, assistance from the aerodrome, or local police should be asked
for.
If the passenger after entering the aircraft refuses to fly (for any reason) his/her baggage
shall be disembarked and his/her place shall be precisely searched.
If the passenger changes several places before refusal to fly or behaves in any other
suspicious manner he/she shall be disembarked and aircraft search shall be conducted.
(For more details ref. to the Azerbaijan Republic Cabinet of Ministers Decision №29 on
approval of the “Regulation on checking and searching of an aircraft” from 30 January
2014 (“Hava gəmilərinin yoxlanılması və onlara baxış keçirilməsi Qaydası”nın təsdiq
edilməsi barədə Azərbaycan Respublikasının Nazirlər Kabinetinin Qərarı №29 Bakı şəhəri,
30 yanvar 2014-cü il.)
8.2.4. De-/Anti-icing on the Ground
(AAR-OPS1 8.2.4)
General
Icing conditions exist when the OAT on the ground, or TAT in flight is 10 degrees C or
below, and visible moisture in any form is present (such as clouds, fog with visibility of one
mile or less, rain, sleet, ice crystals etc.) or standing water, slush, ice or snow is present on
the ramp, taxiways or runways.
During the pre-flight inspection, the Captain is responsible for ensuring that all snow and
ice, which could affect the safety of the aircraft, is removed. Care must be taken to clear
any snow or slush from control surfaces, engine inlets, wheel wells and static ports. If
snow in these areas melts subsequent freezing can interfere with their functions,
particularly control surface movements.
If there is any doubt, a close inspection should be made, using a ladder if necessary,
followed by a full control check.
Frost ice and snow must be removed from the upper surfaces of the wings, stabilizer and
associated panels. When takeoff is delayed the Captain must satisfy himself that the
surfaces remain free of further deposits. It is possible for tyres to retain enough heat to
melt snow or ice on the ramp and for it to re-freeze in a short period of time. When a tyre is
frozen to the ramp enough distortion can take place to break the seal at the rim and cause
partial deflation of the tyre.
When snow or freezing rain is falling, de-icing should take place, if necessary after the
passengers have boarded, so that the time between de-icing and takeoff is kept at a

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minimum. The wings, particularly the leading edges, must be free of contamination at the
time of takeoff. If, because of long taxi or other delay to departure, a doubt exists about the
wing leading edges being clear, they should be inspected. If necessary return to the ramp
to do so.
If conditions warrant it, delay departure until conditions improve.
During taxi in icing conditions, use aircraft anti-icing as prescribed in the Aircraft Operating
Manual.
Avoid taxiing close behind another aircraft, as this may cause adherence of ice to the wing
leading edges and engines.
At en-route stops, where no fuel has been uplifted, the fuel remaining in the tanks is often
below the freezing temperature of water. If it is raining, water can run down the underside
of the wing and will freeze in the area of the fuel tanks. A considerable thickness of ice
may form in this manner and may require removal before departure. That takeoff will not
commence unless the critical surfaces are clear of any deposits that might adversely affect
the performance and/or controllability of the aircraft;
8.2.4.1. Types of Icing
Hoar Frost: A rough, white deposit of crystalline appearance formed at temperatures
below freezing point. It usually occurs on exposed surfaces on a cold cloudless night and
frequently melts after sunrise. If it does not, an approved de-icing fluid should be applied in
sufficient quantities to remove the deposit. Generally, brushing alone cannot clear hoar
frost.
Rime Ice: A rough, granular white covering of ice deposited from fog at temperatures
below freezing point. The rapid freezing of super cooled water in the fog causes it as it
comes in contact with the aircraft surfaces. It can generally be removed by brushing, but
when surfaces as well as edges are covered it will be necessary to use an approved de-
icing fluid.
Clear Ice (Glaze Ice): A smooth coating of clear ice, formed when the temperature is
below freezing and freezing impacts on a solid surface. It can ONLY be removed by de-
icing fluid. Hard or sharp tools should not be used to scrape or chip the ice off as this can
result in damage to the aircraft.
Snow: Dry snow is normally experienced when temperatures are below freezing, does not
tend to stick to the aircraft and can be brushed or blown off. Wet snow is normally
experienced at temperatures above freezing and is more difficult to remove, being
sufficiently wet to adhere. De-icing fluid should be used after the snow has been removed,
and should be applied not more than 15 minutes before departure if wet snow is falling.
8.2.4.2. Effects of Icing on Aircraft Behaviour
Icing affects the performance of an aircraft less through the added weight than through
impairment of aerodynamic properties of the wing (change in profile). Test have shown
that ice on the leading edge and upper surfaces of the wing, having a thickness and
surface roughness similar to medium or coarse sandpaper, can reduce wing lift by as
much as 30% and increase drag by 40%.
Air tests have indicated that light ice can reduce the one engine inoperative climb
capability by about 50%, while heavy contamination may prevent the aircraft maintaining
altitude at V2 with one engine inoperative.

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In all cases, the Captain has the ultimate responsibility for ensuring that his aircraft is in a
condition for safe flight.
8.2.4.3. De-Icing
The procedure by which frost, ice or snow is removed from the aircraft. To preserve
holdover time, the process should be continuous and as short as possible. (Holdover time
is the estimated time de-icing/anti/icing fluid will prevent frost, snow or ice from forming or
accumulating on the protected surfaces of an aircraft, under the average weather
conditions.
It starts from the commencement of the application of de-icing/anti-icing fluid.) It shall be
carried out at the last possible moment prior to takeoff. The de-icing agent should be
applied in a heated state to assure maximum efficiency. All aircraft surfaces must be free
of ice, snow and frost before takeoff.
De-icing should be carried out as near to the departure time as operationally possible in
order to maintain maximum holdover times.
8.2.4.3.1. One Step De-Icing
One step de-icing is carried out with mixture of fluid/water with regard to the ambient
temperature. This process includes a built-in anti-icing treatment which is dependent on
the type of fluid used, and in the case of AEA Type II fluid, the mixture strength.
8.2.4.3.2. Two Step De-Icing
The first step, de-icing/anti-icing, is usually carried out with a weak mix, followed by the
second step, anti-icing, which normally consists of a light over spray of concentrate to
protect the relevant surfaces. The second step must be performed within 3 minutes of the
beginning of Step 1, if necessary area by area.
Note: At present the One Step method is used by AZAL. However, if the appropriate vehicle is available, the
Two Step method may be used.
8.2.4.4. De-/Anti-Icing Fluids
The Association of European Airlines (AEA) has classified de-icing and anti-icing fluids into
four groups.
1. SAE Type I fluids (unthickened): these fluids have a high glycol content (Min. 80%) and
a low viscosity. The de-icing performance is good, however, they provide only limited
protection against re-freezing when no precipitation condition occurs.
2. SAE Type II, III, IV fluids are thickened to provide longer holdover times than Type I
fluids. They are most effective when applied unheated and undiluted to a clean aircraft
surface.
Note: Line maintenance personnel and handling agents must be aware of the different requirements for the
handling of SAE type I and SAE type II, III, IV fluids.
8.2.4.5. Hold Over Time Tables
For the actual version of HOT Refer to: 14. Annexes
8.2.4.6. Technical Log Entry
After any de-/anti-icing treatment the Captain has to ensure that the correct code has been
entered into the technical log consisting of:

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 The de-/anti-icing type code; and

 The date and the time where the holdover time begins.
Example: "Type II/75 at (date + time)“, means that the treatment has been performed with
a mixture of 75 % Type II fluid and 25 % water. Protection period is measured from the
time of treatment start.
If there is any subsequent departure delay, or further deterioration in the weather
conditions, the Captain should use this information, together with those in the holdover
timetables to get a realistic idea of whether further de-/anti-icing may be required.
8.2.4.7. Standards for De- /Anti-Icing Procedures and Precautions
during Usage
Refer to the respective Aircraft Operating Manuals.
8.3. Flight Procedures
8.3.1. Crew Co-Ordination Concept (CCC)
8.3.1.1. Division of Duties
The general philosophy of the CCC is to divide the duties between the flight crew to
establish a clear and balanced distribution of workload and to allow the PF to concentrate
fully on the primary task of flying the aeroplane.
PF shall:
 Control the aeroplane;
 give required orders concerning aeroplane configuration and system operation;
 call for relevant procedure/checklist (normal/abnormal);
 perform takeoff and approach briefing.
PNF(PM) shall:
 monitor PF’s performance/adherence to standard/confirmed procedure;
 handle aeroplane systems;
 communicate on radio;
 read the checklists;
 complete Operational FPL and other relevant documentation.
It is not permitted to interfere into the duties of the other crewmember except for
emergency safety reason and in case of pilot incapacitation.
8.3.1.2. Assignment of Duties
Duties for the pilots are assigned by SOPs as follows:
 On the ground: LP- RP
 In the air: PF-PNF(PM)
The Pilot-in-Command appoints the PF for each leg of the flight taking into account
expected weather and runway conditions, aeroplane technical status and limitations, crew
fatigue, experience and training requirements.

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Normally, each flight crew member should have an equal numbers of leg as PF and
PNF(PM).
In addition to assigned duties to be performed in accordance to SOPs, additional tasks
could be delegated to crewmember by the Pilot-in-Command/PF.
8.3.1.3. Change of Control
Aeroplane is controlled by Left Pilot on the ground and by Pilot Flying in the air.
If the aircraft equipped with tiller from the right side (if captain agrees - according SOP and
OM Part B), it`s allowed of taxing from the right side.
If the Right Pilot is Pilot Flying, he assumes control from certain speed during takeoff run
(see Part B) and gives control back to Left Pilot after landing passing certain speed during
after landing roll (see Part B) but not later than vacating the runway.
Note: Change of control during a Monitored Approach is described in the appropriate procedure.
The Pilot-in-Command has authority to take over controls at any time when on his
judgement the safety is jeopardised but it is not recommended to change control during
takeoff, approach and go-around until below MSA.
Change of control shall be clearly identified by the call out: “My controls/Your controls”
and followed with the appropriate response.
8.3.1.4. Settings
All settings shall be complete by the pilot assigned for it and in accordance with principals
written below.
8.3.1.5. Before the Flight
 Every crew member to adjust his working place (seat, lights, flight documents,
etc);
 Cockpit set up by RP according to procedure/checklist including FMS and MCP;
 Navigation equipment set up to be confirmed by PF.
8.3.1.6. During Flight
 PF is flying manually – all settings by PNF(PM) upon request or confirmation;
 Autopilot engaged – PF operates MCP only (he could handle FMS, if this does not
require excessive attention).
8.3.1.7. Configuration Changes
Configuration changes shall be executed as follows:
PF shall:
 order new setting when appropriate speed is established;
 verify that PNF(PM) has made selection;
 verify new setting upon PNF(PM)’s response.
PNF(PM) shall:
 check the speed (within limitations for appropriate configuration);
 make selection as ordered;

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 monitor transition;
 call back when new setting is confirmed, or call back immediately if either of the
steps above has failed.
Any change of flight modes, engine thrust/power or system settings (status) shall be
clearly announced by pilot who ordered or have made new setting and acknowledged by
the other pilot (see “use of call-outs” below).
8.3.1.8. Use of call-outs
Standard call-outs shall be used to:
 ease crew co-operation;
 avoid misunderstanding;
 recognize pilot incapacitation.
8.3.1.8.1. New Setting
The pilot who has made new setting shall clearly announced it by "... Set" and verbally
acknowledged by the other pilot by "Checked".
8.3.1.8.2. Configuration Changes
Shall be ordered by PF. Response by PNF(PM) shall be given by verbal confirmation
when new configuration/power setting is established and confirmed (see Part B).
8.3.1.8.3. Change of Control
Change of control shall be clearly identified by: "My controls/Your controls" and
followed with appropriate response.
8.3.1.8.4. Altitude Settings
When ATC clearance "When ready descent to…." are given, assigned altitude/FL shall
be set and confirmed immediately.
Climb and Descent

Climbing/Descending PNF(PM) Callout PF Callout
Passing 10 000ft "10 000 ft" Normal Procedure
Passing 1000 ft to intended FL,
"Thousand to go" "Checked"
or Altitude
To establish on Radial/LOC/GS
Phase of Flight Either Pilot Callout
Localizer indicator starts moving "Localizer alive" "Checked"
FD and/ or AP captured the LOC "Localizer captured" "Checked"
Glide slope pointer starts moving "Glide slope alive" "Checked"
FD and/or AP GS capture "Glide slope captured" "Checked"

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Stabilised Approach
These call-outs are to be used to stabilise an Approach if there is no clear tendency from
PF to correct excessive deviation (see also Stabilised Approach concept):
Deviations PNF(PM) Callout PF Callout
Above/Below Glide Slope "Above/Below Glide
"Correcting Glide Slope"
more than one dot Slope"
Left/right of intended track
"Left/Right of track" "Correcting track"
more than one dote
Target speed: +20 /-0 Kts "Speed High/Low" "Correcting speed"
Sink rate greater than "Correcting vertical
"Vertical speed High"
1500ft/min. speed"
Other Standard call-outs for every particular stage of flight are presented in SOP.
8.3.2. Use of Checklists
There are two basic methods of using the checklist:
 FLOW;
 READ and DO.
8.3.2.1. Flow
“FLOW” assumes that normal procedures are performed by recall/memory and the
checklist is used afterwards to verify that all steps of the preceding procedure have been
accomplished. This method is used for normal checklist execution.
8.3.2.2. Read and Do
"Read and Do" assumes that procedures are performed by direct checklist application i.e.
reading the checklist. This method is used for abnormal checklist execution as well as for
normal checklists (normally on ground), which are complicated and/or require precise
sequence.
Involvement of the LP/PF into checklist execution is determined as reasonable balance
between two things. Necessity to provide mutual confirmation of the particular checklist
item from one side, and necessity not to distract him from his main duty (controlling the
aircraft) from the other side.
For that reason it is recommended to complete the checklists in a certain time periods
when pilots' workload is lower and with autopilot engaged.
Checklists shall be requested by LP/PF and read by RP/PNF.
8.3.2.3. Challenge and Response
Checklists are executed using Challenge and Response system.
"Challenge" - is a reading of checklist item by item aloud and distinctly, regardless of
which crewmember is supposed to respond on it.
"Response"- is a verbal correct response on each item when the challenged action (i.e.
switch position, instrument configuration etc.) has been visually confirmed by designated
crewmember.
The following rules for checklist execution shall be applied:

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 When a checklist item is to be answered by both pilots, PNF(PM) reads the item
and PF responds first;
 The reading of checklist shall not be continued before the challenge has been
appropriately responded;
 If the item cannot be performed immediately, the respond should be "Stand by" or
any suitable respond that would indicate that action is not complete yet;
 If checklist is interrupted or not complete (deferred items), the checklist should be
placed in a noticeable place (like your knees) as a reminder that it has not been
completed;
Completion of the checklist has to be clearly announced by "Checklist Complete" and
checklist to be placed in the holder.
8.3.2.4. Non-Normal Situation
The following additional rules may assist flight crew in their decision making when in an
abnormal or emergency condition, but also when faced with a condition or circumstance
that is beyond the scope of published procedures.
Task sharing shall be adapted to the prevailing situation (i.e., task sharing for hand flying
or with AP engaged, task sharing for normal operation or for abnormal / emergency
conditions, as defined in the applicable FCOM). and tasks shall be accomplished in
accordance with the following priorities:
 In case of an emergency condition:
• emergency procedure;
• normal checklist (as applicable); and,
• abnormal procedure(s).
 In case of an abnormal condition:
• abnormal procedure;
• normal checklist (as applicable); and,
• resuming abnormal procedure(s).
One head up at all times
Significant changes to the FMS flight plan shall be performed by PNF and cross-checked
by PF, after transfer of controls, in order to maintain one head up at all times for
supervising the progress of the flight and aircraft systems.
8.3.2.4.1. Fly-Navigate-Communicate and Manage
Fly ( Aviate ):
PF must concentrate on flying the aircraft (i.e., by controlling and/or monitoring the pitch
attitude, bank angle, airspeed, thrust, sideslip, heading,...) to capture and maintain the
desired targets, vertical flight path and lateral flight path.
PNF must backup the PF by monitoring flight parameters and by calling any excessive
deviation.
Navigate:

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Select the desired modes for vertical navigation and lateral navigation (i.e., selected
modes or FMS-managed navigation), being aware of surrounding terrain and minimum
safe altitude.
This rule can be summarized by the following three “ know where … ” statements of
situational-awareness:
 Know where you are;
 Know where you should be; and,
 Know where the terrain and obstacles are.
Communicate:
Effective crew communication involves communications between flight crew and controller,
between flight crew members and between flight crew and cabin crew.
Communication allows sharing goals and intentions and enhancing crew’s situational
awareness.
In an abnormal or emergency condition, after a stable flight path has been regained and
the abnormal or emergency condition has been identified, the PF shall inform the ATC of
the prevailing condition and of his/her intentions.
To attract the controller’s attention, use the following standard phraseology, as applicable:
 Pan Pan – Pan Pan – Pan Pan; or
 Mayday – Mayday – Mayday.
Manage:
Managing the continuation of the flight is the next priority, this includes:
 Managing aircraft systems (e.g., fuel management, diversion management, etc);
and,
 Performing applicable emergency and/or abnormal procedure(s).
8.3.3. VFR/IFR Policy
General
Flights for the purpose of commercial air transport normally shall be routed via the most
convenient and available airway network and in accordance with the instrument flight
rules, irrespective of the forecast and actual weather conditions for the route.
If there is no interconnecting airway structure direct flights under visual flight rules may be
planned provided that the forecast and latest actual weather report indicates that the VFR
Minimum can be maintained.
When the departure or destination aerodrome has no controlled airspace but airways
nearby can be used to fly IFR.
8.3.3.1. IFR/VFR (Y-Flight Plan)
A flight in visual flight rules in controlled airspace immediately following an instrument flight
has to be performed under consideration of following items:
 The pilot has to have a visibility of at least 3 km;
 The pilot has to have ground sight;
 The aircraft may not touch any clouds.

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The conditions for the application of these minimums are:

 That the transition from IFR to VFR takes place in the minimum altitude prescribed
for IFR flights; and
 The controlled airspace is left immediately after transition to VFR.
An aircraft electing to change the conduct of its flight from compliance with the IFR to
compliance with the VFR must notify the appropriate ATS unit to specify that IFR flight is
cancelled. No reply other than the acknowledgement “IFR flight cancelled at ... (time)”
should normally be made by the ATC.
When an aircraft operating under IFR is flown in or encounters VMC, it must not cancel its
IFR flight unless it is authorised by the Flight Operations Manager and it is anticipated, and
intended, that the flight will be continued for a reasonable period of time VFR.
8.3.3.2. VFR/IFR (Z-Flight Plan)
A flight in VFR in controlled airspace immediately preceding an instrument flight has to be
performed in a way that:
 The pilot has visibility of at least 1,5 km; and
 The aircraft never touches any clouds.
The conditions for the application of these minimums are:
 The transition from VFR to IFR takes place in the minimum altitude prescribed for
IFR flights;
 The climb between the bottom of controlled airspace and the minimum altitude for
IFR flights is performed without delay; and
 The permission has been received by the responsible ATC unit prior takeoff.
The flights will be identified on the ATS flight plan as follows:
“Y” – when the flights started under IFR
“Z” – when the flights started under VFR\
8.3.3.3. Visual Approach
General
A visual approach is an approach with instrument flight rules where parts or the entire
instrument approach procedure is not used and the approach is performed with ground
sight.
During a visual approach the pilot does not have to fly the entire published procedure if he
has requested a visual approach or agrees to it and receives the respective clearance.
Requirements
An IFR approach can be cleared as visual approach if:
 The pilot flying can maintain ground sight;
 The reported cloud base is in or above the initial approach altitude or the aircraft is
already below the cloud base; and
 The pilot reports that the weather conditions permit a visual approach and he is
sure being able to perform a visual approach and landing or air traffic control

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 suggests a visual approach and the pilot agrees under consideration of the
conditions mentioned above.
In AZAL approach and landing operations are not authorised when the airport operating
landing visibility minimum is below 800 meters unless RVR reporting is available for the
runway of intended use.
8.3.3.3.1. Procedures
If the pilot requests a visual approach, the Captain is responsible for obeisance of the
conditions. Air traffic control considers that the pilot can begin the visual approach
immediately:
Example: REQUEST VISUAL APPROACH
If the pilot plans a visual approach but it can’t be foreseen at what time the requirements
are met, he should advice his intentions early:
Example: REQUEST VECTORS FOR VISUAL APPROACH
As soon as the requirements are met the Captain should advise air traffic control:
Example: READY FOR VISUAL APPROACH
Air traffic control can also suggest a visual approach to speed up the traffic:
Example: CAN YOU ACCEPT A VISUAL APPROACH
If the pilot accepts the visual approach the responsibility for obeisance of the requirements
reverts to him.
8.3.3.4. VMC Departure
Specific aircraft might, with their IFR departure clearance, receive the request by ATC, or
the pilot may inquire, to maintain VMC during the initial part of the departure. This may
only be accepted if:
 The ceiling is not below the minimum radar guidance altitude;
 The ground visibility is 5 km or more;
 The procedure is applied during day time only;
 The procedure is limited to a specified altitude.
 With the acceptance of the request or inquiry, the responsibility to maintain
obstacle clearance rests solely with the Captain.
8.3.4. Navigation Procedures
(AAR-OPS1 4.21, 4.20, 8.3.2)
General
An aircraft shall not be operated unless the navigation equipment required or otherwise
installed is approved and installed in accordance with the applicable requirements
including operational and airworthiness requirements and the minimum standards
applicable.
A failure of a single unit required for operation shall not result in the inability to operate
safety on the route to be flown.

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Detailed information about the required operational status of equipment is provided in the
MEL.
Navigation and communication equipment is installed to enable or to assist flight crews to
perform and/or to optimise flights with regard to safety, comfort and economy. The pilots
are responsible for the correct use of the equipment in accordance with the limitations laid
down in the AOM/FCOM.
Continuous monitoring of the equipment and its performance is mandatory during any use
of it.
Special attention shall be paid to the engagement status of systems used in order to avoid
late recognition of mode or configuration changes which could result in abnormal situations
(e.g., unscheduled disengagement).
Degradation of on-board equipment must be taken into consideration for any in-flight
planning/re-planning with regard to destination and alternate weather, and for fuel planning
for en-route conditions.
Any downgrading of ground facilities shall be assessed with regard to possible increased
landing minima at destination and/or alternate airports.
Whether navigating on manually-tuned navigation aids, on the navigation system or on
radar vectors, cross-checks of the primary aids are essential. The sole use of the airborne
navigation systems carried on the aircraft is not adequate for all phases of flight and
should be supplemented by specific independent checks using those equipments not
directly required for navigation.
Flight plans activated in the navigation system shall be checked by both Pilots waypoint by
waypoint against the flight plan. Where a FMS is also suitable and authorized for pre-flight
planning (when an Operational Flight Plan is not available) and for in-flight re-planning, all
available means (e.g., Route Facility Charts) shall be used to crosscheck the
corresponding data.
Notwithstanding the overall responsibility of the Captain for precise navigation and proper
use and handling of navigation systems, the Pilot Flying (PF) is responsible for the
selection of the navigation aids and of the required navigation system configuration.
Intermediate approach altitude, unless the system is certified for use in the approach
according to the AOM/FCOM.
If these conditions are not met, the whole descent and approach procedure shall be
performed by using conventional radio-navigation.
Safe terrain clearance is dependent on navigation accuracy for takeoff and climb. If the
departure procedures are stored in the navigation database, the onboard navigation
system must be in the update mode and the system-computed positions shall be checked
continuously against displayed navigation aids. If these conditions cannot be met, takeoff
and climb shall be performed according to conventional radio-navigation.
If the arrival procedures for descent and approach are stored in the navigation database
the on-board navigation system shall be in the update mode and the system-computer
positions shall be checked continuously ageist displayed navigation aids. The use is
restricted down to MOCA/MORA/MSA.

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Navigation aids shall be selected with respect to coverage and geometry. Adequate
selection shall be ascertained for cross checks. Distance information for cross checks shall
be used only if a DME is co/located with a VOR which coincides with a waypoint. DMEs
co-located to ILS or approach localizers normally indicate zero DME at touchdown and
therefore are not suitable for navigational purposes other than the final approach - if not
otherwise specified.
Locators in TMAs normally provide reliable guidance within 25 NM only.
ILS facilities of all categories are known to produce false beams outside their coverage
sectors due to radiation aberrations.
Such beams are subject to being captured without a warning flag. In order to ensure
proper localizer beam capture, the ILS mode shall not be armed until the vicinity of the
beam has been ascertained and checked by independent means like navigation aids and
the capture shall be monitored by the same means.
A DME distance check at glide slope intercept shall be performed whenever possible. An
altitude check shall be performed at the OM position or its equivalent.
ILS localizer beam width and range available for guidance is normally of 3° on either side
of the centreline, and 25 NM respectively. Within 30° on either side of this sector, coverage
is provided normally to the extent that a full-scale deflection to the correct side is available.
ILS glide path azimuth coverage sector normally 8° on either side of the centerline and
extends normally to at least 10 NM. The elevation available for guidance ranges normally
from at least 2° above to 1.5° below the nominal glide path, below which full-scale fly-up
deflection is available.
Navigation And Approach Aids Shall Not Be Used:
 Whenever positive identification is not possible.
 Whenever reports or other information (e.g., NOTAMS) indicate that a system
might be unreliable or inadequate for en-route navigation or approach. Published
minima apply to the unrestricted availability of approach aids.
8.3.5. Long Range Navigation
General
Any operation which is conducted in international oceanic airspace on an IFR flight plan, a
VFR controlled flight plan, or at night, and is continued beyond the published range of
normal airways navigation facilities (NDB, VOR/DME), is considered to be a long-range
navigation operation. Long range navigation in Controlled Airspace (CTA) requires the
aircraft to be navigated within the degree of accuracy required for air traffic control,
meaning that the aircraft must follow the centerline of the assigned route, maintain the
assigned altitude, and the speed filed or assigned. Accurate navigational performance is
required to support the separation minima which air traffic control units apply.
To standardize global navigation procedures and policies, AZAL has adopted a minimum
required navigation performance of RNP-10 for worldwide oceanic long range navigation.
Regulations require that aircraft shall be equipped with suitable instruments and with
navigation equipment appropriate to the route being flown. In addition, regulations stipulate
that an airplane operated in international airspace be provided with navigation equipment
which will enable it to proceed in accordance with the flight plan and with the requirements

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of air traffic services. This means that the navigation equipment, installed and approved,
should be capable of providing the pilot with the ability to navigate the aircraft with
sufficient accuracy. Regulations further requires that an aircraft shall adhere to the current
flight plan unless a request for a change has been made and clearance obtained from the
appropriate air traffic control facility and also requires that "Unless otherwise authorized or
directed by the appropriate air traffic control unit, controlled flights shall, insofar as
practicable:
• When on an established ATS route, operate along the centerline of that route, or
• When on another route, operate directly between the navigation facilities and/or
points defining that route”
In the event that a flight inadvertently deviates from the route on which it has been cleared,
action shall be taken immediately to adjust the heading of the aircraft to rejoin the track as
soon as possible. Further-more, when a deviation from track is discovered, air traffic
control must be informed so that appropriate actions may be taken to resolve any potential
hazards to other aircraft which may have been created by the deviation.
In contrast to operations in the domestic radar environment, operations in most oceanic
areas are based on strategic clearance procedures, wherein separation depends on each
aircraft navigating accurately. Any navigation error which results in an aircraft straying from
the centerline of its cleared route and beyond ist protected airspace could create a
significant hazard, since the error would not normally be observed by air traffic control.
General Procedures
The aircraft navigation systems are capable of high-performance standards. However it is
essential that stringent cross-checking procedures are employed, both to ensure that
these systems perform to their full capabilities and to minimize the consequences of
equipment failures and possible human errors. Navigation systems are continuously
evolving. Rather than specifying the types of equipment required for flying in defined
airspace, current thinking is moving towards specifying a Required Navigation
Performance (RNP), in other words a track keeping capability.
There are several combinations of airborne sensors, receivers, computers with navigation
data bases and displays which are capable of producing similar accuracy, with inputs to
automatic flight control systems giving track guidance. However, regardless of how
sophisticated or mature a system is, it is still essential that stringent navigation and cross
checking procedures are maintained if Gross Navigation Errors (GNEs) are to be avoided.
A GNE is defined as a deviation from cleared track of 25 NM or more, and these errors are
normally detected by means of long range radars as aircraft is leaving oceanic airspace.
Such errors may also be identified through the scrutiny of routine position reports from
aircraft.
Special attention should be given to backing up navigation procedures. Nearly 100% of
gross navigation errors are attributed to failure to follow established procedures. Crew
members must take care not to be lulled into complacency by the reliability of the primary
navigation system. Many crew inputs to the system are required and the need for pilots to
back up each other cannot be over emphasized.
On the ground, the flight management system control display unit (FMS-CDU)
manipulations are normally performed by one pilot and verified by the other pilot. In flight,
FMS-CDU entries are accomplished by the PM and verified by the PF prior to execution.

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FMS-CDU manipulations should be accomplished prior to high workload periods such as

departure, arrival or holding. During high workload periods, using autopilot modes
independent from the FMC along with monitoring of the Map view may be more efficient
than entering complex route modifications through the FMSCDU.
There are various references in this material to two pilots, however when carried, a third
crew member should be involved in all cross check procedures to the extent practicable.
Maintenance of a high standard of navigation performance is absolutely essential to the
maintenance of safety in the applicable airspace.
Use of a Master Document
Navigation procedures must include the establishment of some form of master working
document to be used on the flight deck. The document used is the Operational Flight Plan
(OFP) which lists sequentially the waypoints defining the route, the track and distance
between each waypoint, and other information relevant to navigation along the cleared
track. When mentioned subsequently in this guidance material, this document will be
referred to as the "OFP".
Misuse of the Master Document can result in gross navigation errors (GNEs) occurring
and for this reason strict procedures regarding its use should be established.
These procedures should include the following:
• Only one Master Document is to be used on the flight deck. However, this does not
preclude other crew members maintaining a separate flight log
• FMS generated or inserted waypoints should be carefully compared to the Master
Document waypoints and cross checked by both pilots
• An appropriate symbology should be adopted to indicate the status of each waypoint
listed on the Master Document
• The following is a typical example of OFP annotation:
• The relevant track and distance information is ticked to signify that it has been
double-checked
• The waypoint is crossed out, to signify that the aircraft has overflown that waypoint
All navigational information appearing on the OFP must be checked against the best
available prime source data. When a reroute is necessary, the old waypoints should be
clearly crossed out and the new ones entered in their place.
When ATC clearances or re-clearances are being obtained, headsets should be worn,
because the inferior clarity of loud-speakers has, in the past, caused errors during receipt.
Two qualified crew members should monitor such clearances, one of them recording the
clearance on the OFP as it is received, the other crosschecking the receipt and read-back.
All waypoint coordinates should be read back in detail, adhering strictly to standard ICAO
phraseology except where approved local procedures make this unnecessary.
High Level Airspace (HLA)
The terms HLA or RNPC (Required Navigation Capability) in this chapter are used in
association with all minimum navigation requirement areas, such as North Atlantic HLA,
NOPAC, SOPAC, EUR/SAM corridor.
Position Plotting

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When flying off airways in oceanic airspace the cleared route should be plotted on an
appropriate chart to provide a visual presentation of the intended route. Other relevant
tracks should also be plotted for situational awareness.
Relief Crew Members
Very long range operations may include the use of relief crew. In such cases it is
necessary to ensure that navigational procedures are such that the continuity of the
operation is not interrupted, particularly with respect to the handling and treatment of the
navigational information.
Importance of Accurate Time
It must be recognized that proper operation of a correctly functioning LRNS will ensure that
the aircraft follows its cleared track. ATC applies standard separations between cleared
tracks and thereby assures the safe lateral separation of aircraft. However, longitudinal
separations between subsequent aircraft following the same track and between aircraft on
intersecting tracks are assessed in terms of differences in ETA/ATA at common waypoints.
Aircraft clock errors resulting in position report time errors can therefore lead to an erosion
of actual longitudinal separations between aircraft. It is thus vitally important that prior to
entry into the MNPS/RNPC airspace the time reference system to be used during the flight
is accurately synchronized to UTC and that the calculation of waypoint ETA and the
reporting of waypoint ATA are referenced to this system.
Many modern aircraft master clocks can only be reset while the aircraft is on the ground.
Thus the pre-flight procedures for any HLA/RNPC flight must include a UTC time check
and re-synchronization of the aircraft master clock. Lists of acceptable time sources for
this purpose have been promulgated by NAT ATS provider States.
The following are examples of acceptable time standards:
• GPS (Corrected to UTC) - Available at all times to those crews who can access time
via approved onboard GPS (TSO-C129) equipment
• Updated ACARS time
• WWV-National Institute of Standards (NIST - Fort Collins, Colorado). WWV operates
continually H24 on 2500, 5000, 10,000, 15,000 and 20,000 kHz (AM/SSB) and
provides UTC (voice) once every minute
• CHU-National Research Council (NRC - Ottawa, Canada) - CHU operates continually
H24 on 3330, 7335 and 14,670 kHz (SSB) and provides UTC (voice) once every
minute (English even minutes, French odd minutes)
• BBC-British Broadcasting Corporation (United Kingdom). H24 on 12095 kHz, 0200 -
2315 UTC on 15070 kHz, 0800 - 1600 UTC on 17705 kHz, 1764o kHz, 9760 kHz
and 9750 kHz
• HF Operational Service Providers (Stockholm Radio, Berna Radio)
Cockpit Preparation
Initial Insertion of Latitude and Longitude
For inertial systems any latitude error in the initial position can introduce a systematic error
which cannot be removed in flight, even by updating the present position. Correct insertion
of the initial position must therefore be checked before inertial systems are aligned and the

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position should be recorded on the OFP. With regard to the insertion of the initial co-
ordinates while on the ramp, the preferred order for selection of the "Present Position"
coordinate for IRS alignment is as follows:
1 GPS position
2 FMS Gate Position
3 FMS REF airport position (This coordinate is also the Airport Reference Point (ARP)
Manual entry should only be made if above is not available.
The First Officer will normally enter the Present Position into the FMS and note the
position entered on the OFP. The Commander will check the position and ensure the
numbers and the sense (N, S, E, or W) are correct.
FMS Data Insertion
Normally, all required navigation data is called up from the pre-programmed Navigation
Data Base. In order to minimize errors, it is AZAL policy to enter as far as possible, all
routes from the NAV DATA BASE, e.g. either as company routes, by airway designation or
while operating in the NAT airspace as NAT waypoints.
SIDs and STARS should be called up from the NAV DATA BASE.
Manually constructed waypoints are waypoints that are not stored in the Nav Data Base.
They are pilot defined, either by LAT/LONG, Place Bearing/Distance or Along Track
Waypoints and they are stored as Defined Waypoints. A manually constructed route is a
route, or part of it, that is not stored in the preprogrammed NAV DATA BASE as Airway,
SID, STAR or Company Route. In all cases, one pilot shall make the entries into the FMC
and the other pilot shall verify these.
Airway Designator
Use the applicable airway designator, but ignore any D or F suffix.
Company Routes
The company routes are stored in the NAV DATA BASE and can be inserted on the
ROUTE PAGE using the designator used on the OFP e.g. GYDDXB01.
North Atlantic
The NAT waypoints are stored in the pre-programmed NAV DATA BASE and can be
inserted directly on the ROUTE or LEGS page (refer to OM-B, FCOM).
North American Routes
NAR/COMMON PORTION are inserted as airways, using the prefix N..... (e.g. N274).
Enroute
Refer also to separate abbreviated “OCEANIC CHECKLIST”.
Initial Flight
It is recommended that during the initial part of the flight, ground nav aids should be used
to verify the performance of the Navigation Systems. Large or unusual 'map shifts' in FMS
output, or other discrepancies in navigation data, could be due to inertial platform
misalignment or initialization errors. Position updates to the FMS will not correct these
errors despite possible indications to the contrary.

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ATC Oceanic Clearance

Where practicable, two flight crew members should listen to and record every ATC
clearance and both agree that the recording is correct once ATC readback is complete.
Any doubt should be resolved by requesting clarification from ATC.
If the ATC oceanic cleared route is identical to the flight planned track, it should be drawn
on the plotting chart and verified by the other pilot.
Experience suggests that when ATC issues a re-clearance involving re-routing and new
waypoints, there is a consequential increase in the risk of errors being made. Therefore,
this situation should be treated virtually as the start of a new flight; and the procedures
employed with respect to the following, should all be identical to those procedures
employed at the beginning of a flight:
• Check that the Operational Flight Plan is correct, tick or correct and tick the
waypoints once checked
• Check the FMC:
• Expand each waypoint
• Check distances between each waypoint
• Select the Heading Reference Switch to TRUE so as to check that the initial tracks
between each waypoint are in agreement with the OFP, after the check return
Heading reference Switch to NORMAL
• Do not alter the RTE or LEGS page after a clearance has been received, loaded or
checked
• If ATC changes the routing, then commence this procedure again
Strict adherence to the above procedures should minimize the risk of error. However, flight
deck management should be such that one pilot is designated to be responsible for flying
the aircraft whilst the other pilot carries out any required amendments to documentation
and reprogramming of the navigation systems, appropriately supervised by the PF as and
when necessary.
Approaching The Oceanic/Remote Airspace
Prior to entering the oceanic airspace or remote area carry out the following:
• Route Copy
• Check that Required Navigation Performance value is appropriate for the airspace
and Actual Navigation Performances (ACTUAL) value is less than the RNP value
• Enter the "cleared" Mach Number in the FMC Check the accuracy of the navigation
systems by:
• Check the IRS positions, FMC and GPS position relative to the raw data VOR radials
extended to the DME distance from the tuned stations
• Position check if flying over VOR/NDB stations
In view of the importance of following the correct track in oceanic airspace, it is advisable
at this stage of flight that, if carried, a third pilot or equivalent crew member should check

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the clearance waypoints which have been inserted into the navigation system, using
source information such as the track message or data link clearance if applicable.
Waypoint Transition
Approaching a waypoint
• Check LNAV/VNAV is engaged
• Check the next waypoint’s distance and track against the OFP At the waypoint
• Check the present position (GPS) co-ordinates against the OFP co-ordinates
• Confirm that the aircraft turns in the correct direction and takes up a new heading
and track appropriate to the leg to the next waypoint
• Verify that primary altimeters agree within 200 feet
Adherence to Assigned Mach Number
Unless otherwise advised by the pilot concerned, ATC will assume that the last assigned
Mach number will be maintained both in cruise and in any cleared step-climbs or step-
descents made in the course of the flight.
Procedure after Leaving Oceanic Airspace
After leaving oceanic airspace pilots must maintain their assigned Mach number in
domestic controlled airspace unless and until the appropriate ATC unit authorizes a
change.
Approaching Landfall
Automatic updating of the Navigation Systems from other nav aids should be closely
monitored, and before entry into airspace where different navigation requirements have
been specified (e.g. RNP5 in European BRNAV airspace), crews should use all aids
(including VOR's and DME's) to confirm that the in-use navigation system is operating to
the required accuracy. Also check that Required Navigation Performance value
appropriate for the airspace. If there is any doubt regarding system accuracy, the
appropriate ATC unit should be informed.
Special Inflight Procedures
Monitoring during Distractions from Routine
Minor emergencies or interruptions to normal routine should not be allowed to distract the
crew to the extent that the navigation system is mishandled. If during flight the autopilot is
disconnected (e.g. because of turbulence), care must be taken when the autopilot is re-
engaged to ensure that the correct procedure is followed.
If the system in use sets specific limits on automatic capture, the across track indications
should be nmonitored to ensure proper recapture of the programmed flight path/profile.
Deliberate Deviation from Track
Deliberate temporary deviations from track are sometimes necessary, usually to avoid
severe weather; whenever possible, prior ATC approval should be obtained. Such
deviations have often been the source of gross errors as a consequence of failing to re-
engage the autopilot with the navigation system.

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8.3.5.1. Operations in the NAT High Level Airspace (HLA)

Description and Requirements
Area of application
North Atlantic
• NAT HLA - The lateral dimensions includes the following Control Areas (CTAs):
Reykjavik, Shanwick (excluding SOTA & BOTA), Gander, Santa Maria Oceanic,
Bodo Oceanic and the portion of New York
Oceanic East which is north of 27° N
• RVSM - Reduced Vertical Separation to 1000 feet/300 meters from FL290 to FL410
inclusive
Canada
• MNPS - Arctic Control Area and portion of Southern Control Area between FL 330
and FL 410
• RVSM - Reduced Vertical Separation to 1000 feet/300 meters from FL290 - FL410
inclusive
Preflight Preparation Checklist
• Ensure departure, en-route, arrival and topographical charts for the entire route and
alternates are current and available
• Check that required Long Range NAVAIDS are operational
• Ensure no MEL/CDL items prevent operation in the NAT HLA
• Be familiar with the OFP format used for oceanic flight
• Be aware of the proper procedures to be used in obtaining an oceanic clearance
• Know what can be expected in terms of VHF radio coverage in the NAT Region
• Know what to include in a position report and when a revised estimate should be
forwarded to ATC
• Check that the selected SELCAL Code is valid for the planned FIRs
• Check that relevant meteorological information is available
• Check current NOTAMs with special regard to the status of radio-navigation aids and
airport restrictions
.

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NAT Datalink Mandate (DLM)

The mandate requires flights to be fitted with and using FANS 1/A (or equivalent) CPDLC
and ADS-C equipment.
Operational policies applicable to NAT region DLM airspace:
• Any aircraft not equipped with FANS 1/A (or equivalent) systems may request a
continuous climb or descent without intermediate level off through the NAT DLM
airspace. Such requests will be considered on a tactical basis
• Altitude Reservation (ALTRV) requests will be considered on a case by case basis
(as is done today regarding NAT HLA airspace), irrespective of the equipage status
of the participating aircraft
• If a flight experiences an equipment failure PRIOR TO DEPARTURE which renders
the aircraft non-DLM compliant, the flight should flight plan so as to remain clear of
NAT Regional DLM Airspace
• If a flight experiences an equipment failure AFTER DEPARTURE which renders the
aircraft unable to operate FANS 1/A (or equivalent) CPDLC and/or ADS-C systems,
requests to operate in the NAT DLM Airspace will be considered on a tactical basis.
Such flights must notify ATC of their status PRIOR TO ENTERING the airspace
• If a FANS 1/A data link equipment failure occurs while the flight is OPERATING
WITHIN NAT DLM AIRSPACE, ATC must be immediately advised. Such flights
may be re-cleared so as to avoid the airspace, but consideration will be given to
allowing the flight to remain in the airspace, based on tactical considerations
• NAT DLM airspace restrictions are not applicable to aircraft experiencing a
contingency situation.

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8.3.5.2. Horizontal Navigation Requirements for Unrestricted NAT

HLA Operations Lateral Navigation
Two fully serviceable Long Range Navigation Systems (LRNSs). For LRNS combinations
refer to OM-B, MEL. A LRNS may be one of the following:
• One Inertial Navigation System (INS)
• One Global Navigation Satellite System (GNSS)
• One navigation system using the inputs from one or more Inertial Reference System
(IRS) or any other
Sensor System complying with the NAT HLA requirement
Each LRNS must be capable of providing to the flight crew a continuous indication of the
aircraft position relative to desired track.
It is also highly desirable that the navigation system employed for the provision of steering
guidance is capable of being coupled to the autopilot.
Longitudinal Navigation
Time-based longitudinal separations between subsequent aircraft following the same track
(in-trail) and between aircraft on intersecting tracks in the NAT HLA airspace are assessed
in terms of differences in ATAs/ ETAs at common points. The time-based longitudinal
separation minima currently used in the NAT HLA airspace are thus expressed in clock
minutes.
The maintenance of in-trail separations is aided by the application of the Mach Number
Technique. However, aircraft clock errors resulting in waypoint ATA errors in position
reports can lead to an erosion of actual longitudinal separations between aircraft, it is thus
vitally important that the time-keeping device intended to be used to indicate waypoint
passing times is accurate, and is synchronized to an acceptable UTC time signal before
commencing flight in NAT HLA airspace.
In many modern aircraft, the Master Clock can only be reset while the aircraft is on the
ground. Thus the Preflight Procedures for any NAT HLA operation must include a UTC
time check and re-synchronization of the aircraft Master Clock (typically the FMS).
The following are examples of acceptable time standards:
• GPS (corrected to UTC). Available at all times via approved on-board GPS (TSO-
C129) equipment
• WWV (NIST - Fort Collins, Colorado) H24 on 2500, 5000, 10000, 15000 and 20000
kHz (AM/SSB)
• CHU (NRC - Ottawa, Canada) H24 on 3330, 7850 and 14670 kHz (SSB)
• BBC (UK Greenwich) H24 on 12095 kHz; 0200-2315 UTC on 9410 kHz; 0430-0030
UTC on 15070 kHz; 0800-1600 UTC on 17705, 17640, 9760 and 9750 kHz
All times are given in UTC and every minute within specified periods.
Altimetry Equipment Required for Operation in RVSM Airspace
• TWO fully serviceable independent primary altitude measurement systems
• One Automatic Altitude Control system

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• One Altitude Alerting system

Standard pre-flight checks of altimeters are required. At least two primary altimeters must
agree at all times within plus or minus 200 feet. At intervals of approximately one hour,
crosschecks between the primary altimeters should be made.
Required Navigation Performance (RNP) Value
RNP 10.0 is used for AZAL operations ICAO Flight Plan
In order to signify that a flight is approved to operate in NAT HLA, the letter 'X' shall be
inserted, in addition to the letter 'S', within Item 10 of the flight plan. If the flight is approved
to operate at RVSM levels a 'W' must also be included in Item 10. For turbojet aircraft the
Mach Number planned to be used for each portion of
the flight in the NAT Region should be specified in Item 15 of the flight plan. Item 15 of the
flight plan should reflect the proposed speeds in the following sequence:
• Cruising True Airspeed (TAS)
• Oceanic entry point, and
• Cruising Mach number oceanic landfall and cruising TAS
8.3.5.3. Partial or Total Loss of Long Range Navigation Capability
Aircraft with triple system installed, with only TWO systems operational, can proceed
normally. For aircraft with only TWO operational systems, the following guidance is offered
in case of system failure.
• One system (of two operational systems) fails before take-off
• Delay departure until repair is possible. If the remaining system is fully operative, the
Pilot may file a new Flight Plan using the SPECIAL ROUTES as described under
paragraph 8.3.2.4.6 or obtain a clearance above or below NAT HLA airspace
• One system (of two operational systems) fails before the OCA boundary is reached,
the pilot should consider:
• Landing at a suitable airport before the boundary or returning to the airport of
departure
• Diverting via one of the special routes as described in paragraph 8.3.2.4.6 below
• Obtaining a reclearance above or below the NAT HLA
Note A revised Oceanic ATC clearance will be issued after co-ordination between all the OACs concerned.
Should the Organized Track System at the time of the incident extend to the Northern part
of the NAT Region, the aircraft concerned may be required to accept a lower than optimum
flight level in its revised Oceanic Clearance, especially during peak traffic periods. The
above guidance material in no way relieves the pilot from the obligation to take the best
possible course of action under the prevailing circumstances.
• One system (of two operational systems) fails after the OCA boundary is crossed
The pilot should normally continue in accordance with the Oceanic Clearance already
received, appreciating that the reliability of the total navigation system has been
significantly reduced. However, he should:

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• Assess the prevailing circumstances (e.g. performance of the remaining system,

remaining portion of the flight in NAT HLA airspace, etc.)
• Prepare a proposal to ATC with respect to prevailing circumstances (e.g. request
clearance above or below NAT HLA airspace, turn-back, obtain clearance to fly
along one of the SPECIAL ROUTES, etc.)
• Advise and consult with ATC as to the most suitable action
• Obtain appropriate re-clearance prior to any deviation from the last acknowledged
Oceanic Clearance.
When the flight continues in accordance with its original clearance, the pilot should begin a
careful monitoring program:
• Take special care in the operation of the remaining system bearing in mind that
routine methods of error checking are no longer available
• Check main and stand-by compass systems frequently against the information which
is still available
• Check performance record of remaining equipment, and if in doubt regarding its
performance and/or reliability, the following procedures should be considered:
- Attempting visual sighting of other aircraft or their contrails which may provide a track
indication
- Calling the appropriate OAC for information on other aircraft adjacent to the aircraft's
estimated position and/or calling on VHF to establish contact with such aircraft
(preferably same track/level) to obtain from them useful information (e.g. drift,
groundspeed, wind details etc.)
• The remaining system fails after entering NAT HLA
• Immediately notify ATC
• Attempt visual sighting of other aircraft or contrails or call OAC for information on
other aircraft
• Keep a special look-out for possible conflicting aircraft and make maximum use of
external lights
• If no instructions are received from ATC within a reasonable period: consider
climbing/descending 500 feet, broadcast action on 121.5 MHz, and advise ATC as
soon as possible
• Complete failure of navigation system computers
Should the computer element of the Navigation System fail, the basic output of the IRS
(LAT/LONG, drift and ground speed) should be available unimpaired. Assuming a suitable
plotting chart is onboard and the cleared route has been plotted:
• Extract mean true tracks between waypoints
• Use the basic IRS/GPS outputs to adjust heading to maintain mean track and
calculate ETAs
• At intervals of more than15 minutes plot LAT/LONG position on the chart and adjust
heading to regain track

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8.3.5.4. In-Flight RVSM Procedures and Contingencies

Prior to entry into NAT HLA
Crosscheck the primary altimeters of which at least two must agree within plus or minus
200 feet; record the readings to be available for use in possible contingency situations.
Within NAT HLA
On passing waypoints, or at intervals not exceeding 60 minutes (whichever occurs earlier),
or on reaching a new cleared Flight Level, cross check the primary altimeters. If at any
time the readings of the two primary altimeters differ by more than 200 feet, consider the
a/c altimetry system to be defective and advise ATC as soon as possible. If / when advised
by ATC of an assigned altitude deviation exceeding 300 feet, return as soon as possible to
the cleared FL or follow the Contingency Procedures. Report immediately leaving or
reaching any new cruising level, whether it will be following a re-clearance, step-climb etc.
Within RVSM Airspace
A greater opportunity exists for step climbs. These should be included in the Flight Plan.
However each change of level in climb must be requested from ATC and also the last
assigned Mach Number should be maintained during the step climbs. If unable advise
ATC.
The Strategic Lateral Offset Procedure (SLOP)
The SLOP is now a Standard Operating Procedure throughout the NAT Region and pilots
are required to adopt this procedure as is appropriate. This procedure mitigates collision
risk and wake turbulence encounters.
Pilots conducting oceanic flight within the NAT Region with automatic offset programming
capability are recommended to fly lateral offsets of either 1 or 2 NM right of centerline.
The introduction of very accurate aircraft navigation systems, along with sophisticated
flight management systems, has drastically reduced the number of risk bearing lateral
navigation errors reported in NAT airspace.
Paradoxically, the capability of aircraft to navigate to such a high level of accuracy has led
to a situation where aircraft on the same track but at different levels, are increasingly likely
to be in lateral overlap.
This results in an increased risk of collision if an aircraft departs from its cleared level for
any reason. SLOP reduces risk by distributing aircraft laterally. It is applicable within the
New York Oceanic, Gander Oceanic, Shanwick Oceanic, Santa Maria Oceanic,
Sondrestrom and Reykjavik Flight Information Regions, and within the Bodo Oceanic
Flight Information Region when flights are operated more than 100 NM (185 km) seaward
from the shoreline. Aircraft shall not apply SLOP below FL285 in the Reykjavik CTA and
Bodo OCA.
SLOP conforms to direction in the ICAO Procedures for Air Navigation Services-Air Traffic
Management PANS-ATM, Doc 4444, 16.5) and is subject to the following guidelines:
• Aircraft without automatic offset programming capability must fly the route centerline;
• It is recommended that pilots of aircraft capable of programming automatic offsets
elect to fly an offset 1 NM or 2 NM to the right of the centerline in order to obtain
lateral spacing from nearby aircraft (i.e. those immediately above and/or below).

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• Pilots should use whatever means are available (e.g. TCAS, communications, visual
acquisition, GPWS) to determine the best flight path to fly;
• An aircraft overtaking another aircraft should offset within the confines of this
procedure, if capable, so as to create the least amount of wake turbulence for the
aircraft being overtaken;
• For wake turbulence purposes, pilots should fly one of the three positions shown
above. Pilots should not offset to the left of centerline nor offset more than 2 NM
right of centerline. Pilots may contact other aircraft on the air-to-air channel
123.45MHz as necessary, to coordinate the best wake turbulence mutual offset
option
• Pilots may apply an offset outbound at the oceanic entry point and must return to
centerline prior to the oceanic exit point;
• Aircraft transiting ATS Surveillance-controlled airspace mid-ocean should 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;
• Voice position reports should be based on the waypoints of the current ATC
clearance and not the offset positions.
TCAS alerts and Warnings
Climb and descent rates in RVSM airspace and Transition areas should be limited to 1,000
fpm when operating within 5 NM and ± 2,000 feet of other aircraft to minimize the
generation of TAs (Traffic Advisory) and RAs (Resolution Advisory).
This can also help to ensure that the cleared FL is not under- or overshot by more than
150 feet. In the event that a TA is received, commence a visual search and prepare to
respond to a RA. All RA should be reported to ATC. TCAS equipment utilizing Logic
Version 6.04a in RVSM airspace can issue nuisance Traffic Advisories (TAs) relating to
another aircraft on the same track which is horizontally separated by 1.3 NM or less but
correctly separated vertically by 1000 feet below or above.
Upon landing an "Altitude Deviation Report Form" should be completed whenever an
Altitude Deviation of 300 feet or more occurs including those due to TCAS, Turbulence
and Contingency events. Use the "Wake Turbulence Report Form" in instances of Wake
Vortex incidents.
8.3.5.5. Special Routes for use within the NAT HLA with less than
Acceptable NAT HLA Long Range Navigation Equipment
Aircraft with Short Range navigation equipment plus ONE operational Long Range
navigation equipment.
Routes Europe to/from Canada via Greenland/Iceland
• Minimum acceptable operational navigation equipment VOR/DME and ADF plus:
• One IRS
• One GNSS; or

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• One navigation system using the inputs from one or more IRS or any other sensor
system complying with the NAT HLA requirement
• Each LRNS must be capable of providing to the flight crew with a continuous
indication of the aircraft position relative to desired track
• It is highly desirable that the navigation system employed for the provision of steering
guidance is capable of being coupled to the autopilot
• Approved Special Routes:
ATSIX - 61N 1234W - ALDAN - KFV (1.)
RATSU - ALDAN - KFV (2.)
GOMUP - 60N 15W - 61N 1630W - BREKI - KFV (3.)
MOXAL - RATSU (4.)
OSKUM - RATSU (4.)
KFV - SOPEN - DA - SF - YFB (4.)
KFV - EPENI - 63N 30W - 61N 40W - OZN (4.)
OZN - 59N 50W o AVUTI - PRAWN - YDP (4.)
OZN - 59N 50W o CUDDY - PORGY - HO (4.)
OZN - 58N 50W - HOIST - YYR (4.)
SF (Sondre Stromfjord) - DARUB (67N 60W) - YXP (4.)
KU (Kook Islands) - EPMAN (66N 60W) - YXP (4.)
KU (Kook Islands) - 64N 60W - MUSVA (64N 63W) - YFB (4.)
RE (Reykjanesskoli) - 6930N 2240W o CP (4.)
1. VHF coverage exists but HF is required on this route
2. VHF coverage exists and can be used by Non HF equipped a/c
3. VHF coverage does not exist between GOMUP and 60N 015W, HF is required
4. Continuous VHF coverage exists on these routes at FL 310 and above
Routes UK/Spain/Portugal to/from Azores and Madeira
• Approved SPECIAL ROUTES with Minimum acceptable operational navigation
equipment as specified above:
• LASNO - T9 - BEGAS - STG/AVS (for HF equipped aircraft only)
• Routings between the Azores, Funchal, Porto Santo and the Portuguese mainland
• Other approved SPECIAL ROUTES:
• OMOKO - T16 - NAVIX (for HF equipped aircraft only)
• TAMEL - T213 - BERUX (for HF equipped aircraft only)
Aircraft with ONLY SHORT RANGE Navigation Equipment
Routes Europe to/from Iceland

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• Minimum acceptable operational navigation equipment is VOR/DME and ADF

• Approved SPECIAL ROUTES:
• FLS - UN623 - VALDI - G3 - MY - ING - KFV
• SUM - UM125 - GONUT - G11 - MY - G3 - ING - KFV
Note: The above Special Routes should also be considered when partial loss of long range navigation
capacity occurs prior to take-off or prior to entry into NAT HLA. In this latter case a revised Flight Plan must
be filed and ATC clearance obtained
Penetration of NAT HLA by Non-NAT HLA MNPS Approved Aircraft
Aircraft not approved for operation in NAT HLA may be cleared by the responsible ATC
unit to climb or descend through NAT HLA provided that NAT HLA MNPS Approved
aircraft operating in that part of the NAT HLA affected by such climbs or descents are not
penalized.
8.3.5.6. Special Arrangements for NON-RVSM Approved Aircraft
Climb/Descent through RVSM Levels
NAT HLA MNPS approved but NON-RVSM approved aircraft may be cleared, subject to
traffic, to climb/descend through RVSM levels to cruise at levels above or below RVSM
Airspace. The climb/descent should be made at normal rate without stopping at
intermediate level(s) and flights must "Report Leaving" the current level and "Report
Reaching" the cleared level.
Exceptional Operation at RVSM Levels
ATC may provide an altitude reservation for an NAT HLA MNPS approved aircraft but
NON-RVSM approved to fly at RVSM levels ONLY if the aircraft:
• Is on a delivery flight; or
• Was RVSM approved but following equipment failure is being returned to its base; or
• Is on a mercy or humanitarian flight
Such an operation requires that the OAC be contacted by telephone not more than 12
hours and not less than 4 hours prior to the departure time to obtain an altitude
reservation. This approval and flight level are to be included in Item 18 of the ICAO Flight
Plan.
Note that the granting of an altitude reservation does not constitute an Oceanic Clearance
and the service will not be provided to a/c that are not approved for NAT HLA operations.
Written justification for the request must be submitted upon completion of the Flight Plan to
the NAT Central Monitoring Agency (CMA), Any suspected misuse of the exceptions rule
above will be subject to follow-up action by the State of Registry or State of Company as
applicable.
RTF Phraseology and Flight Planning
Some flight planning systems cannot generate a flight plan through RVSM airspace unless
the "W" designator is inserted in item 10 (equipment). For a flight which has received this
special approval, it is of utmost importance that the "W" is removed prior to transmitting the
ICAO Flight Plan to ATC. ATC will use the equipment block information to apply either

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1000 feet or 2000 feet separation. Additionally, Pilots of any such non-RVSM flights
operating in RVSM airspace should include the phraseology
"Negative RVSM" in all initial calls on ATC frequencies, requests for flight level changes,
readbacks of flight level clearances within RVSM airspace and read-back of climb or
descent clearances through RVSM airspace.
8.3.5.7. NAT Organized Track System (NAT OTS)
General
As a result of passenger demand, time zone differences and airport noise restrictions,
much of the North Atlantic (NAT) air traffic contributes to two major alternating flows: a
westbound flow departing Europe in the morning, and an eastbound flow departing North
America in the evening.
The effect of these flows is to concentrate most of the traffic uni-directionally, with peak
westbound traffic crossing the 30W longitude between 1130 UTC and 1900 UTC and peak
eastbound traffic crossing the 30W longitude between 0100 UTC and 0800 UTC.
Due to the constraints of large horizontal separation criteria and a limited economical
height band (FL310- 400) the airspace is congested at peak hours. In order to provide the
best service to the bulk of the traffic, a system of organized tracks is constructed to
accommodate as many flights as possible within the major flows on or close to their
minimum time tracks and altitude profiles.
Due to the energetic nature of the NAT weather patterns, including the presence of jet
streams, consecutive eastbound and westbound minimum time tracks are seldom
identical. The creation of a different organized track system is therefore necessary for
each of the major flows. Separate Organized Track Structures (OTS) are published each
day for eastbound and westbound flows.
It should be appreciated, however, that use of OTS tracks is not mandatory. Currently
about half of NAT flights utilise the OTS. Aircraft may fly on random routes which remain
clear of the OTS or may fly on any route that joins or leaves an outer track of the OTS.
There is also nothing to prevent an operator from planning a route which crosses the OTS.
However, in this case, operators must be aware that whilst ATC will make every effort to
clear random traffic across the OTS at published levels, re-routes or significant changes in
flight level from those planned are very likely to be necessary during most of the OTS
traffic periods. Over the high seas, the NAT Region is primarily Class A airspace (at and
above FL60), in which Instrument Flight Rules (IFR) apply at all times.
Throughout the NAT Region, below FL410, 1000 feet vertical separation is applied.
However, airspace utilization is under continual review, and within the HLA portion of NAT
airspace, in addition to the strategic and tactical use of 'opposite direction' flight levels
during peak flow periods the Mach Number Technique is applied. Organized Tracks are
developed and published for sub-sonic traffic.
The daytime structure (Westbound traffic) is published by Shanwick, the nighttime
structure (Eastbound traffic) by Gander. To enable oceanic planners to take into
consideration the operators preferred route in the construction of the OTS all NAT
operators should provide, by AFTN, their proposed flights and optimum tracks. The
Preferred Route Message (PRM) should be received by Shanwick (EUCHZMFP and
EUCBZMFP) copy Gander (CZQXZOZX) no later than 1000 UTC for the following

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nighttime OTS and by Gander copy Shanwick no later than 1900 UTC for the following
daytime OTS.
Flight planning in OTS
NAT Track Structure Message
NAT Track Structure Messages are identified by a 3-digit Track Message Identification
number (TMI) appearing at the end of the Track Message. This number relates to the day
of the year (no reference to month).
Any subsequent NAT track amendment(s) on a given day will carry a successive alpha
number, i.e. TMI33B would reflect the 2nd amendment of the TMI for the 33rd day of the
year.
Ensuring that the flight is planned on the correct track of the day is essential. Crews should
also be given copy of the track message(s) at time of briefing.
Flight levels to be used according to the Flight Level Allocation Scheme (FLAS)
FL430 - May be flight planned for both East- and Westbound NON-RVSM certified aircraft
FL410 - Eastbound FL
FL320, 340, 360, 380, 400 - Westbound FL (except within Eastbound OTS)
FL310, 330, 350, 370, 390 - Eastbound FL (except within Westbound OTS)
FL300 and below - Even FLs westbound ; Odd FLs eastbound
The Tango route structure has no associated flight level allocation scheme. Operators are
permitted to file flight plans at any flight level for a route which is wholly contained in the
routing structure of T9, T213 and T16
• During OTS times, aircraft intending to use the OTS may Flight Plan levels which are
allocated to the published OTS. Additionally, to accommodate demand:
• During the eastbound OTS, eastbound non-OTS aircraft may Flight Plan at FL360 or
FL380
• During the westbound OTS, westbound non-OTS aircraft may Flight Plan at FL310 or
FL330
• Unless suitable eastbound Tracks exist, during the eastbound OTS times ,
eastbound traffic originating in New York OACC, planned to enter Shanwick OACC,
is recommended to Flight Plan as follows:
• FL310 or FL360 and restrict routing to landfall BEDRA or south
• FL340 or FL380 and restrict routing to landfall either: BEDRA or south, or to remain
south of the OTS, whichever is further south
• During the westbound OTS, random westbound aircraft, flight planned to enter
Shanwick via Scottish airspace and routing at, or north of AVUTI , should not flight
plan at FL340. FL340 is reserved for flights between Reykjavik and Gander OACCs
Random Flight Planning (Predominantly East-West Direction)
For flights operating at or South of 70N, the planned tracks shall normally be defined by
significant points formed by the intersection of half or whole degrees of latitude with

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meridians spaced at intervals of 10 degrees from the Greenwich meridian to longitude

70W.
For flights operating north of 70N and at or south of 80N, the planned tracks shall normally
be defined by significant points formed by the intersection of parallels of latitude expressed
in degrees and minutes with meridians normally spaced at intervals of 20 degrees from the
Greenwich meridian to longitude 60W, using the longitudes 000W, 020W, 040W and
060W.
• For flights operating at or South of 80N, the distance between significant points shall,
as far as possible, not exceed one hour's flight time. Additional significant points
should be established when deemed necessary due to aircraft speed or the angle at
which the meridians are crossed, e.g.:
• At intervals of 10 degrees of longitude (between 5W and 65W) for flights operating at
or south of 70N and
• At intervals of 20 degrees of longitude (between 10W and 50W) for flights operating
north of 70N and at or south of 80N
When the flight time between successive significant points is less than 30 minutes, one of
these points may be omitted.
For flights operating north of 80N, the planned tracks shall normally be defined by
significant points formed by the intersection of parallels of latitude expressed in degrees
and minutes with meridians expressed in whole degrees. The distance between significant
points shall normally equate to not less than 30 and not more than 60 minutes of flying
time.
Random Flight Planning (Predominantly North-South Direction)
For flights whose flight paths at or South of 80N are predominantly oriented in a north-
south direction, the planned tracks shall normally be defined by significant points formed
by the intersection of whole degrees of longitude with specified parallels of latitude which
are spaced at intervals of 5 degrees.
For flights operating north of 80N, the planned tracks shall be defined by points of
intersection of parallels of latitude expressed in degrees and minutes with meridians
expressed in whole degrees. The distance between significant points shall normally
equate to not less than 30 and not more than 60 minutes of flying time.
Mach Number Technique
The Mach Number Technique is based on the True Mach No. The Oceanic Clearance
includes the assigned Mach No. which is to be maintained. It is therefore necessary that
the desired Mach No. be included in the NAT Oceanic Airspace Flight Plan. ATC uses
Mach No. together with pilot position reports to calculate estimated times for significant
points along track. These times provide the basis for longitudinal separation between
aircraft and for coordination with adjacent ATC units.
Adherence to the assigned Mach Number is Essential.
No Tolerance is Provided for Long Range Cruise or ECON FMC modes must no be
used when transiting NAT HLA airspace.
If an immediate temporary change in the Mach Number is essential e.g. due to turbulence
etc., ATC must be notified as soon as possible.

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The last assigned Mach Number should be used during step-climbs in oceanic airspace. If
due to aircraft performance this is not feasible ATC should be advised at the time of the
request for the step climb.
After leaving Oceanic Airspace the assigned Mach Number must be maintained in
domestic controlled airspace unless and until the appropriate ATC unit authorizes a
change.
Adherence to ATC Approved Route
If an aircraft has inadvertently deviated from the route specified in its ATC clearance, it
shall take action to regain such route within 100 NM from the position at which the
deviation was observed.
8.3.5.8. Communication Procedures
North Atlantic voice communication Procedures
Most NAT air/ground communications are conducted on single side-band HF frequencies.
When using HF communications and even when using ADS-C and/or CPDLC, pilots
should maintain a listening watch on the assigned frequency, unless SELCAL is fitted, in
which case they should ensure the following sequence of actions:
• Provision of the SELCAL code in the flight plan; (any subsequent change of aircraft
for a flight will require passing the new SELCAL information to the OAC)
• Checking the operation of the SELCAL equipment, at or prior to entry into Oceanic
airspace, with the appropriate aeradio station. (This SELCAL check must be
completed prior to commencing SELCAL watch)
• Maintenance thereafter of a SELCAL watch (even in areas of the region where VHF
coverage is available and used for air/ground communications)
When initiating contact with an aeradio station the pilot should state the HF frequency in
use (i.e. "... TWA 100 on 5649 ...etc.").
Aircraft are exempted from carrying HF equipment when flying: STN / BEN - RATSU -
ALDAN - KFV (subject to prior coordination with Scottish/Shanwick) and KFV - 65N 30W -
DA - SF (between FL80 and FL195).
In the event of HF communication failure, when so equipped, an aircraft should use
Satellite Voice Communications to contact the responsible aeradio station via special
telephone numbers/short codes (shown on chart proper). If not equipped with SATCOM
then the pilot should attempt to use VHF and request relay of position reports via another
aircraft. For this purpose the air to air VHF frequency 123.45 MHz may be used.
If necessary the initial contact with the other aircraft may be made on 121.5 MHz.
Following successful trials, SATCOM ATS air/ground voice may now be used for any
routine, non-routine or emergency communications throughout the NAT Region. Pilots
electing to use SATCOM voice as an alternative to HF voice communications remain
responsible for operating SELCAL or maintaining a listening watch on the assigned HF
frequency.

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8.3.5.8.1. North Atlantic Data Link Communication Procedures

Operational procedures to be used are specified in the Global Operational Data Link
Document (GOLD), which can be downloaded from www.icao.int/EURNAT/, following EUR
& NAT Documents then NAT Documents.
On first contact with the initial aeradio station crews of participating aircraft should expect
to receive the instruction "VOICE POSITION REPORTS NOT REQUIRED".
Similar to SATCOM voice usage, pilots electing to use Data link communications for
regular ATS communications in the ICAO NAT Region remain responsible for operating
SELCAL (including completion of a SELCAL Check), or maintaining a listening watch on
the assigned HF frequency.
Flights equipped with FANS CPDLC and / or ADS-C should ensure that the Data link
system is logged on to the appropriate control area when operating within the NAT south
of 80N. This applies even when the aircraft is provided with ATS surveillance services.
ADS-B based ATS surveillance service is provided in Reykjavik, Sondrestrom, Bodo,
Gander Oceanic, New York Oceanic East and Santa Maria Oceanic FIR.
Common Procedures for Radio Communication Failure
The following procedures are intended to provide general guidance for North Atlantic
(NAT) aircraft experiencing a communication failure. These procedures are intended to
complement and not supersede state
procedures/regulations. It is not possible to provide guidance for all situations associated
with a communications failure.
General
• The pilot of an aircraft experiencing a two-way ATS communications failure should
operate the SSR transponder on Mode A/C, Code 7600;
• When so equipped, an aircraft should use Satellite Voice Communications to contact
the responsible aeradio station via special telephone numbers/short codes (shown
on chart proper);
• If the aircraft is not equipped with SATCOM then the pilot should attempt to use VHF
to contact any (other) ATC facility or another aircraft, inform them of the difficulty
and request that they relay information to the ATC facility with which
communications are intended;
• The inter-pilot air-to-air VHF frequency, 123.45 MHz, may be used to relay position
reports via another aircraft;
• In view of the traffic density in the NAT Region, pilots of aircraft experiencing a two
way ATS communications failure should broadcast regular position reports on the
inter-pilot frequency 123.45 MHz until such time as communications are re-
established;
• Due to the potential length of time in Oceanic Airspace, it is strongly recommended
that a pilot experiencing communications failure whilst still in European domestic
airspace does not enter the Shanwick Oceanic Control Area Communications
failure prior to entering NAT Oceanic Airspace;

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If operating with a received and acknowledged Oceanic Clearance, the pilot shall enter
Oceanic Airspace at the cleared Oceanic Entry Point, level and speed and proceed in
accordance with the received and acknowledged Oceanic Clearance. Any level or speed
changes required to comply with the Oceanic Clearance shall be completed within the
vicinity of the Oceanic Entry Point.
If operating without a received and acknowledged Oceanic Clearance, the pilot shall enter
Oceanic Airspace at the first Oceanic Entry Point, level and speed, as contained in the
filed flight plan and proceed via the filed flight plan route to landfall. That first oceanic level
and speed shall be maintained to landfall.
Communication Failure prior to Exiting NAT Oceanic Airspace
Cleared on filed flight plan route:
The pilot shall proceed in accordance with the last received and acknowledged Oceanic
Clearance, including level and speed, to the last specified oceanic route point, normally
landfall, then continue on the filed flight plan route. The pilot shall maintain the last
assigned oceanic level and speed to landfall. After passing the last specified oceanic route
point, the pilot shall conform with the relevant State procedures/regulations.
Cleared on other than flight plan route
The pilot shall proceed in accordance with the last received and acknowledged Oceanic
Clearance, including level and speed, to the last specified oceanic route point, normally
landfall. After passing this point, the pilot shall conform with the relevant State
procedures/regulations and rejoin the filed flight plan route by proceeding, via the
published ATS route structure where possible, to the next significant point ahead as
contained in the filed flight plan.
Summary of operational procedures required following loss of air/ground ATS
communications in the NAT Region:
-Equipment failure before receiving an Oceanic Clearance:
Divert or fly the Flight Plan route, speed and initial planned oceanic level to landfall
-Blackout encountered (in an HF comms 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 Blackout after receiving an Oceanic Clearance:
Fly that clearance to landfall.
8.3.5.8.2. North Atlantic Crossing Clearance Procedures and Frequencies
General
Oceanic Clearances are obtained via:
- VHF clearance delivery frequencies when in coverage;
- HF to the OAC through the appropriate radio station (if possible at least 40 minutes
before the boundary/entry estimate);
- A request via domestic or other ATC agencies;

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- Data link, when arrangements have been made by aircraft operators to

request/receive clearances using " ACARS equipment (only possible from
participating OCA centers with the necessary means of automation);
Prior departures from airports close to oceanic boundaries. Refer to specific Center
procedures in subsequent paragraphs.
Aircraft encountering enroute to the NAT oceanic airspace a critical inflight equipment
failure must advise ATC at initial contact when requesting Oceanic Clearance.
Any Estimate found to be in error by 3 minutes or more for the Oceanic Boundary originally
given at the time of initial contact with ATC/OCA must be passed on to ATC.
Should the Oceanic Clearance original flight level differ from the current flight level, a
domestic reclearance must be obtained to ensure that the flight is in compliance with the
Oceanic Clearance when entering Oceanic Airspace.
Except for Shanwick OCA, flights may enter other NAT OCAs whilst pilots are awaiting
receipt of a delayed Oceanic Clearance. Pilots should always endeavor to obtain Oceanic
Clearance prior to entering these other NAT OCAs; however if any difficulty is encountered
the pilot should not hold while awaiting Clearance unless so directed by ATC.
Abbreviated Clearances
An abbreviated clearance is only issued when clearing an aircraft to fly along the whole
length of an organized track. In all other circumstances full details of the cleared route will
be given. A pilot-in-command shall, if at any time in doubt, request a detailed description of
the cleared route from ATS.
The flight crew will confirm that they are in possession of the current NAT Track Structure
Message by using the Track Message Identification (TMI) number in the read back of the
Oceanic Clearance:
"AHY888 is cleared to Newyork via Track Bravo 283 from Mimku (56 N 010 Wj, maintain
Flight Level Three Five Zero, Mach Decimal Eight Zero".
If the TMI number is included in the read back there is no requirement to read back the
NAT Track coordinates even if the cleared NAT track is not the one which was originally
requested. If any doubt exists as to the TMI or the NAT Track coordinates, request
complete track coordinates from OAC. In such event OAC will request a full read back of
those coordinates. Aircraft cleared on random routings must read back the full route
coordinates from the Ocean Entry Point to the Exit Point.
8.3.5.8.3. Oceanic Area Control Centers Specific Procedures
Shanwick OCA
Oceanic Clearance (Westbound): Aircraft operating within the UK FIR/UIR and the
northern part of the France UIR should request Oceanic Clearance from "Shanwick
Oceanic" on VHF (VHF coverage depicted on chart). UK departures are to request
clearance as soon as possible after departure.
Aircraft overflying the UK FIR/UIR and the northern part of the France UIR are to request
clearance when they consider that they are within the specified VHF coverage. Aircraft
other than Jet should request clearance at least 40 minutes before the ETA for the OCA
entry point.

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Note: Flights routing via RATSU (61N 01OW) do not require OCA clearance from Shanwick OCA. Therefore,
aircraft intending to route via RATSU (61N 01 OW) must not contact Shanwick Clearance Delivery Aircraft
unable to contact "Shanwick Oceanic" on VHF, should request clearance on NAT HF frequencies at least 40
minutes before the ETA for the Oceanic Boundary and thereafter maintain a SELCAL watch for receipt of the
Oceanic Clearance.
Aircraft Communication Addressing and Reporting System (ACARS) equipped aircraft may
request and receive their Westbound Oceanic clearance via datalink, utilizing the Oceanic
Clearance Link (OCL), for entry points on the Shanwick eastern boundary (from LUSEN to
PASAS) without the requirement to contact Shanwick on RTF. Approval for the use of this
system will be given by the Team Leader Asset Engineering Ops. Support at Shanwick
Oceanic. This system should not be used by aircraft within 30 minutes of the
Shanwick boundary ; VHF or HF RTF should be used.
Requests for Oceanic Clearance shall include:
- Callsign
OPERATIONS MANUAL PART A CHAPTER 8.3 OPERATING PROCEDURES - FLIGHT
PROCEDURES
- OCA entry point and FTA
- Requested MACH number and Flight Level
- Any change to flight plan affecting OCA
- The highest acceptable flight level which can be maintained at the OCA entry point
Maintain a listening watch for receipt of the Oceanic Clearance. If successful Selcal check
has been completed with the appropriate aeradio station, a Selcal watch should be
maintained. Unless advised otherwise, use the following primary frequencies:
VHF:
123.95 MHz for aircraft registered in states West of 030° West.
127.65 MHz for aircraft registered in states East of 030° West.
HF:
Family A for aircraft flying routes with reporting coordinates between 43N and 47N.
Family B & C for aircraft flying routes with reporting coordinates between 47N and 64N.
Primary assignment for aircraft flying central routes.
Family D for aircraft flying routes with reporting coordinates North of 62N.
Family F assigned on a tactical basis and coordinated between Shanwick Radio and
Gander Radio.
Family H, I and J assigned on a tactical basis and coordinated between Shanwick
Radio, adjoining NARTEL Radio Stations and Domestic Air Traffic Control agencies.
While in communication with Shanwick for Oceanic Clearance, aircraft must also maintain
communication with the ATC authority for the airspace within which they are operating.
Aircraft unable to contact Shanwick on VHF or on NARTEL HF should request the ATC

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authority for the airspace in which they are operating to relay their request for Oceanic
Clearance to Shanwick.
Due to the short flying times between certain aerodromes and the Shanwick OCA
boundary, pilots may be required to request and receive an Oceanic Clearance prior to
departure.
Departures from Irish airports, excluding Dublin, Weston and Casement (Baldonnel)
airports, planned to enter Shanwick airspace between ETILO and BEDRA (inclusive),
request Oceanic clearance prior to departure.
Departures flight planned to enter Shanwick airspace north of ETILO, request clearance
when airborne on
the appropriate frequency or via ORCA datalink.
Cork Departures flight planned to enter Shanwick airspace via OMOKO, TAMEL or
LASNO require Oceanic clearance prior to departure.
Prior to departure Oceanic clearances should be requested from Shanwick Oceanic via
ORCA datalink. On request Shannon ACC will obtain Oceanic clearance from Shanwick
Oceanic and pass the clearance to the flight. Shannon Departures should contact
Shannon ACC on Phone or on 121.7 MHz 45 minutes before ETD to request Oceanic
Clearance. Pilots should contact Shannon ACC on 121.7 MHz at least 15 minutes before
start up, to obtain Oceanic Clearance.
Aircraft departing Dublin, Weston and Casement (Baldonnel) airports planned to enter
NAT Airspace should request Oceanic Clearance when airborne using ORCA Datalink or
Shanwick Radio 127.9 MHz. At other airports contact local ATS unit 45 minutes before
ETD for Oceanic Clearance.
Departures from Belfast Aldergrove, Belfast/City, Londonderry/Eglinton, Glasgow and
Prestwick if flight planned to enter Shanwick at GOMUP or ETILO, oceanic clearance
required prior to departure. If flight planned to enter Shanwick at all other entry points,
request when airborne. Non-jet Departures request oceanic clearance when airborne.
Departures from all other aerodromes, if the elapsed time to the Shanwick entry point is 40
minutes, or less, oceanic clearance required prior to departure.
If oceanic clearance is not required prior to departure, pilots are reminded that they should
request clearance between 90 and 30 minutes prior to the Shanwick boundary. At civil
aerodromes where ATC is provided, request clearance directly by telephone to Shanwick
or ask local ATC to relay the request. At Mil aerodromes and civil aerodromes where ATC
is NOT provided, request clearance by using OCL or HF RTF, prior to departure, or OCL,
HF or VHF after departure. Pilots departing from Prestwick should contact Shanwick
directly using the appropriate VHF frequency.
Pilots are reminded that the Oceanic Clearance (including level allocation) is valid only
from the OCA Entry Point. It is the responsibility of the pilot to obtain from the appropriate
ATC authority any necessary clearance or re-clearance to enable him to comply with the
Oceanic Clearance, especially that the flight crosses the Shanwick OCA boundary at the
Flight Level contained in the clearance, or when necessary to remain clear of Oceanic
Airspace whilst awaiting Oceanic Clearance.

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Flights entering Shanwick directly from the Madrid FIR/UIR should request the Oceanic
Clearance on HF at least 40 minutes before the ETA for 45N. If unable on HF, request the
Oceanic Clearance through the
Madrid Domestic ATC Frequency
Example of a Shanwick Westbound NAT Track Message:
FF CYZZWNAT
102151 EGGXZOZX
(NAT-1/3 TRACKS FLS 310/390 INCLUSIVE
FEB 11/1130Z TO FEB 11/1900Z
PART ONE OF THREE PARTSA
PIKIL 57/20 58/30 59/40 58/50 DORYY
EAST LVLS NIL
WEST LVLS 310 320 330 340 350 360 370 380 390
EUR RTS WEST NIL
NAR NIL
REMARKS:
1. TMI IS 042 AND OPERATORS ARE REMINDED TO INCLUDE THE TMI NUMBER AS
PART OF THE
OCEANIC CLEARANCE READ BACK.
2. EIGHTY PERCENT OF GROSS NAVIGATION ERRORS RESULT FROM POOR
COCKPIT PROCEDURES.
ALWAYS CARRY OUT PROPER WAY POINT CHECKS.)
Shannon Oceanic Transition Area (SOTA), Northern Oceanic Transition Area (NOTA)
Parts of the Shanwick OCA are designated as the Shannon Oceanic Transition Area
(SOTA) and the Northern Oceanic Transition Area (NOTA). NOTA airspace is included in
the NAT HLA and hence NAT HLA airspace requirements are still applicable from FL285
to FL420 in NOTA. However, SOTA is not included in the NAT HLA.
Therefore flights within SOTA routing such that they are subject to an Oceanic Clearance,
are required to be NAT HLA/MNPS Approved. ATC service is provided by Shannon ACC
via VHF. If unable to contact on VHF use HF. In the Westbound NAT OTS signal
Shanwick OAC promulgates the track structure(s) applicable together with such other
information as may be considered useful for operators to identify the route to be flown.
The domestic Landfall points KESIX, OSBOX, BEGID, SOVED, MOGLO, NETKI, KOKIB,
BEXET, OLGON, GISTI, RILED, XETBO, LEKVA, ELSOX, EPUNA, ATSUR, BIMGO,
NERTU, GUNSO and EMPER, which are associated with the OCA entry points, are
promulgated in the Eastbound OTS message. If an Eastbound NAT Flight is rerouted via
an Oceanic Landfall different to that filed in the Flight Plan, the flight may route DCT from
the new Landfall to the original filed exit point from Irish Airspace.
Westbound NAT random flights and NAT OTS flights operating in the SOTA or NOTA,
designated as MET Reporting Flights are to treat 8W for SOTA and 10W for NOTA as a

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mid-point and 15W as a designated reporting point. The 8W respectively 10W and 15W
MET Reports are to be given with the 15W Position Report to Shanwick on HF. Eastbound
flights are not required to make MET Reports when flying in the SOTA/ NOTA.
Flight Plans required for the SOTA/NOTA should be addressed to the IFPS addresses
EUCHZMFP and EUCBZMFP.
Flights requesting a change to their Oceanic Clearance must: a) If East of 10°W make
their request to Shanwick on VHF/HF or CPDLC otherwise b) If West of 10°W make their
request to Shannon ACC on VHF.
Brest Oceanic Transition Area (BOTA)
Part of the Shanwick OCA is designated as the Brest Oceanic Transition Area (BOTA).
BOTA is not included in the NAT HLA. Hence only flights routing such that they are subject
to an Oceanic Clearance, are required to be NAT HLA/MNPS Approved. ATC service in
BOTA is provided by Brest ATC. Eastbound flights may be given more direct routes by
Brest UAC after passing 0845W meridian. The request for the Oceanic Clearance may be
relayed by Brest ATC when unable to contact Shanwick on VHF or HF.
Reykjavik OCA
Aircraft entering the Reykjavik Control Area shall request an oceanic clearance prior to
entering the Reykjavik
OCA as follows:
- On data link in accordance with the document "Reykjavik Data Link Oceanic Clearance
Delivery (OCD) Crew Procedures".
The document can be obtained from the ICAO European and North Atlantic (EUR/NAT)
office website http://www.icao.int/EURNAT/Pages/welcome.aspx (EUR/NAT Documents ->
NAT Documents -> NAT OPS Bulletins)
- From Iceland Radio on HF
- Aircrews approaching Reykjavik airspace from the Scottish and Stavanger areas can
contact Iceland Radio on VHF primary 127.85, secondary 129.625 to obtain their Oceanic
Clearance Rule of thumb: Send RCL when 20-25 minutes from the CTA Entry Point
Aircraft that are not data link equipped and are unable to contact Iceland Radio on HF/VHF
should request the ATC authority for the airspace in which they are operating to relay their
request for Oceanic Clearance to Reykjavik Centre. Pilots should always endeavor to
obtain Oceanic Clearance prior to entering Reykjavik OCA; however if any difficulty is
encountered the pilot should not hold while awaiting Clearance unless so directed by ATC.
in such circumstances, pending receipt of the Oceanic Clearance, the aircraft should
continue to maintain the flight level cleared by the current control authority.
Aircraft obtaining an oceanic clearance from Iceland Radio on HF/VHF should also
maintain communication with the ATC authority for the airspace in which they are
operating. When operating in BIRD and BGGL FIRs, aircrew unable to make position
reports via VHF or CPDLC, ADSC or FMC are expected to use HF or SATCOM telephone
if so equipped. The telephone short code at Iceland radio is 425105.
ADS-B surveillance services {Automatic Dependent Surveillance Broadcast) will be
gradually implemented in specified parts of the Reykjavik CTA. When fully implemented

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radar-like ADS-B services will be provided using 10NM separation at or above FL270 and
5NM separation below FL270.
Bodo OCA
Flights entering the NAT Region through Bodo OACC shall request their Oceanic
Clearance from Bodo OACC on 127.725 MHz, through Bodo Radio on appropriate HF
frequencies (NAT D Family), or through the appropriate Data Link Services, at least
15/30/30 minutes respectively before ETO for the NAT Region boundary. SELCAL check
is compulsory. Departures from ADs close to the NAT Region boundary shall request
Oceanic Clearance as soon as possible after departure.
Santa Maria OCA
All Operators should request their Oceanic Clearance from Santa Maria OACC, through
Santa Maria Radio, on appropriate HF frequencies or on VHF 132,07 MHz or through the
appropriate data link services, at least 40 minutes before the ETO for the NAT Region
boundary.
For flights departing from Azores all Operators should inform the appropriate Tower about
the intended Flight Level for oceanic crossing, as well as the Mach Speed if operating with
a turbojet when requesting the ATC Clearance. After departure pilots shall expect final
Flight Level assignment by Santa Maria Radar
and Mach Number assignment and a detailed route confirmation on HF by Santa Maria
Radio. Currently 50NM lateral separation standard is implemented between aircraft
meeting RNP 10 or RNP 4 specifications.
Gander OCA
Unless otherwise advised by ATC the following Oceanic Clearance Delivery (OCD)
procedures are in effect daily from 2330/0730 UTC for Eastbound Flights (including
datalink equipped aircraft) operating above FL 280 that enter the Gander Domestic
FIR/CTA. Clearance Delivery frequencies will be published daily in the remarks section on
the Eastbound NAT Track Message.
Pilots are to contact "Gander Clearance Delivery" on the frequency for the track/route as
per the NAT Track Message to which the aircraft is proceeding. Contact Clearance
Delivery within 200 NM of the specified Clearance Delivery frequency location. If contact
cannot be established, advise ATC on the assigned sector control frequency.
The following frequencies and frequency locations will normally be used:
135.45 - NATASHQUAN (CYNA) (N50 11 W061 47) YNA VOR
128.45 - ALLEN'S ISLAND (N46 50 W055 47)
128.70 - CHURCHILL FALLS (C2UM) (N53 35 W064 14) UM NDB
135.05 - STEPHENVILLE (N48 34 W058 40) YJT VOR
119.42 - SYDNEY (N46 09 W060 03) YQY VOR
132.025 - BREEVOORT (N63 20 W064 08)
134.20 - KUUJJUAQ (CYVP) (N58 05 W068 25) YVP VOR
For operators that do not receive the NAT Track Message, pilots are to contact "Gander
Clearance Delivery" on one of the above frequencies when within 200 NM of the frequency

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location. If contact cannot be established advise ATC on the assigned sector control
frequency.
Flights intending to receive an unsolicited clearance or that are not capable of sending an
RCL via data link Oceanic Clearance Delivery (OCD) should include 'AGCS' in field 18 of
the ICAO Flight Plan. Flights not equipped to send an Request for Clearance (RCL), but
equipped to receive a data link oceanic clearance should include 'AGCS' in field 18 of the
ICAO Flight Plan and expect to receive their data link oceanic clearances automatically.
For detailed Gander Data Link Oceanic Clearance Delivery (OCD) Crew Procedures refer
to the ICAO NAT OPS Bulletins.
Example of a Data Link Oceanic Clearance (on a NAT track):
AZG 1259 060224 CZQX CLRNCE 026
ABC123 CLRD TO LFPG VIA NEEKO
NAT W NEEKO 54N050W 56N040W 57N030W 57N020W PIKIL SOVED
FM NEEKO/1348 MNTN F330 M082
END OF MESSAGE
Example of a Gander Eastbound NAT Track Message:
DD CYZZENAT
091401 CZQXZQZX
(NAT-1/3 TRACKS FLS-320/400 INCLUSIVE
FEB 10/0100Z TO FEB 10/0800Z
PART ONE OF THREE PARTS -
S ALLRY 51/50 53/40 55/30 56/20 PIKIL SOVED
EAST LVLS 320 330 340 350 360 370 380 390 400
WEST LVLS NIL
EUR RTS EAST NIL
NAR N247A N251A N253A
REMARKS:
1. TMI IS 041 AND OPERATORS ARE REMINDED TO INCLUDE THE TMI NUMBER AS
PART OF THE OCEANIC CLEARANCE READ BACK.
2. 80 PERCENT OF NAVIGATIONAL ERRORS RESULT FROM POOR COCKPIT
PROCEDURES. ALWAYS CARRY OUT PROPER WAYPOINT CHECKS.
3. OPERATORS ATTENTION IS DRAWN TO NOTAM A0017/13 RE: CHANGE IN NEW
YORK CENTER OCEANIC CLEARANCE PROCEDURES.)
Communications
- All flights operating in the Gander OCA should report on international air-to-ground
frequencies;

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- In addition to maintaining a listening watch on the appropriate enroute frequency, flights

are to establish and maintain communications with Gander, Moncton or Montreal (Iqaluit)
as soon as possible in accordance with the following
The first two frequencies are primary:
• When at or above FL290 and within 200 NM of:
• Torbay (YYT) VORDME o 134.70, 132.05, 230.30, 128.175, 125.07 or 245.0 for
oceanic entry/exit points (OEP) BOBTU to NICSO
• Gander (YQX) VORTAC - 133.90, 294.50,125.90, 132.60 or 342.90 for OEPs JOOPY
to ALLRY
• St. Anthony (YAY) VORDME - 134.30, 124.725 or 128.60 for OEPs TUDEP to NEEKO
• Goose Bay (YYR) VORDME - 133.42, 127.675 or 132.40 for OEPs LOMSI and HOIST
• Hopedale (HO) NDB - 132.65 or 128.32 for OEPs DORYY to URTAK
• Saglek (N5828 W06239) - 135.325 for OEPs MAXAR to SAVRY
• Brevoort (N6320 W06408) - 124.825 for OEPs KETLA to AVPUT
• Wabush (YWK) VORDME - 134.00
• Sept-lles (YZV) VORDME - 126.32
• Natash (YNA) VORDME - 118.875
• Stephenville (YJT) VORDME - 133.55
• Grindstone (YGR) VORDME - 132.80
• Sydney (YQY) VORTAC - 132.75,133.70, 133.30 or 125.25
• When below FL 280 and within 150 NM of:
• Torbay (YYT) VORDME -133.15 or 227.30 for coastal fixes BOBTU to JOOPY
• Gander (YQX) VORTAC -132.10 or 289.40 for coastal fixes ELSIR and ALLRY
• St. Anthony (YAY) VORDME - 133.00 or 371.90 for coastal fixes TUDEP to NEEKO
• Goose Bay (YYR) VORDME - 120.40 or 294.50 for coastal fixes LOMSI to HOIST
• Hopedale (HO) NDB - 135.40 for coastal fixes PORGY to MOATT
• Allen's Island (N4650 W05547) - 134.90
• Stephenville (YJT) VORDME - 132.30 or 247.00
Gander Oceanic Transition Area (GOTA)
The installation of Air Traffic Service (ATS) surveillance systems combined with
advancements in flight data processing systems and data link capabilities have provided
opportunity for significant ATS improvements in the northwest portion of the Gander
Oceanic Control Area (OCA). Gander ACC established the Gander Oceanic Transition
Area (GOTA) in conjunction with additional fixes incrementally added near the Gander
Flight Information Region (FIR) domestic/oceanic boundary over the next years. These
fixes will be aligned to accommodate half degree track spacing associated with the
Reduced Lateral Separation Minimum (RLatSM) initiative. Aircraft may not require a SLOP
procedure if in contact with Gander ACC on VHF and within radar coverage.

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New York OCA East

When a flight enters New York Oceanic East Airspace direct from New York Domestic
Airspace, expect to receive the Oceanic Clearance on the last Radar Sector Frequency
within the Domestic Area, otherwise New York Domestic will advise the ARINC frequency
to be used for obtention of the Oceanic Clearance.
The Oceanic Clearance must be read back. ARINC will advise of the Oceanic frequency to
maintain contact with.
There are three elements to an Oceanic Clearance; Complete Route, Flight level and
Mach number.
These elements do not have to be issued in the same clearance. For aircraft planning to
enter the NAT via the New York Oceanic East FIR from the N.AM region or the New York
Oceanic West FIR, the IFR clearance to destination received at the departure aerodrome
from ATC constitutes the Route portion of the Oceanic Clearance.
Once airborne, and prior to entry into the NAT, aircraft will be assigned a Mach number
and an Altitude by the FAA.
If any difficulty is encountered obtaining the elements of the Oceanic Clearance , the pilot
should not hold while awaiting a Clearance unless so instructed by ATC. The pilot should
proceed on the cleared route into NAT HLA Airspace and continue to request the
Clearance elements needed. Currently 50 NM lateral separation standard is implemented
in the New York Oceanic East FIR between aircraft meeting RNP 10 or RNP 4
specifications.
8.3.5.9. 5 Minutes in Trail Climb/Descent Procedure
A new separation minimum was introduced in the Gander, Reykjavik and Santa Maria
OCAs. Utilization of this procedure will enable ATC, under specific conditions, to allow
aircraft to climb/descend through the altitude of another aircraft when separated
longitudinally by 5 minutes where previously 10 minutes was required.
Note: The new minimum is applied only between GNSS equipped aircraft. Eligible flights must have filed the
letter "G" in field 10 of their ICAO flight plan. Application of this specific procedure will be transparent to
flights that have requested and/or received an altitude change clearance
8.3.5.10. Minutes Longitudinal Separation using ADS-C
A trial use of 5 minutes longitudinal separation between pairs of aircraft following the same
track and providing position reports via ADS-C, is currently being conducted within the
Gander and Shanwick OCAs.
Pilots should be aware that, as explained above with respect to the 5 minutes GNSS
based climb/descent through procedure, under certain circumstances there could be the
possibility of the pair being separated by less than 40 NM and consequently the possibility
of the following aircraft's ACAS/TCAS registering a target.
But, as in the climb through case, it is not expected that Traffic Alerts will be generated.
8.3.5.11. Trial Implementation of 25 NM Lateral Separation
In November 2015, Gander and Shanwick area control centers (ACCs) commenced
participation in the trial of a 25NM lateral separation minimum in portions of the Gander
and Shanwick Oceanic Control Areas (OCA). This track spacing initiative is referred to as
Reduced Lateral Separation Minimum (RLatSM).

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RLatSM will be implemented using a phased approach, the first of which will introduce
one-half degree spacing between the two core tracks of the NAT-Organized Track System
(OTS) from FL350 to FL390 inclusive.
Phase 2 will expand the implementation throughout the entire NAT OTS. Operators will be
eligible to flight plan RLatSM tracks provided the flights are:
• RNP-4 approved
• ADS-C equipped
• CPDLC equipped
The application of both reduced lateral and longitudinal separation will still be possible
after the introduction of Performance Based Communication and Surveillance (PBCS).
8.3.5.12. Position Reporting Procedures
Unless otherwise requested by ATC , position reports for flights on routes not defined by
designated reporting points should be made at the significant points listed in the flight plan.
ATC may require any flight operating in a North/South direction to report its position at any
intermediate parallel of latitude when deemed necessary.
In requiring aircraft to report their position at intermediate points, ATC is guided by the
requirement to have positional information at approximately hourly intervals and also by
the need to accommodate varying types of aircraft and varying traffic and MET conditions.
Unless providing position reports via ADS-C, if the Estimated Time for the "next position",
as last reported to ATC has changed by 3 minutes or more, a revised Estimate must be
transmitted to the ATS unit concerned as soon as possible.
A report must always be made to ATC as soon as possible on reaching any new cruising
level.
Position reports for aircraft operating on tracks through successive points on each
boundary should also be made to the ACC serving the adjacent OCA (In practice e.g. "
Shanwick copy Santa Maria ").
Positions should be expressed in terms of LAT/LONG except when flying over named
reporting points. For flights whose tracks are predominantly east or west, LAT should be
expressed in degrees and minutes, LONG in degrees only. For flights whose tracks are
predominantly north or south, LAT should be expressed in degrees only, LONG in degrees
and minutes. However when such minutes are zero then position report may refer solely to
degrees.
8.3.5.12.1. Standard Air-Ground Message Types and Formats
Aircraft entering, operating within, or leaving the Oceanic Control Areas of Gander, New
York, Bodo, Reykjavik, Santa Maria and Shanwick will transmit the elements of information
in position reports to the appropriate Oceanic Control.
Notes:
- If the estimated time for the next position, as last reported to ATC , has changed by 3 minutes or
more, a revised estimate must be transmitted to the ATS unit concerned as soon as possible;
- A "When Able Higher" (WAH) report must be provided by all flights entering the NAT HLA airspace
portion of the New York OCA and Santa Maria OCA. WAH reports on entering other NAT OCAs is
optional but useful and may be requested by any OAC. The WAH report includes the time or location

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the flight will be ABLE to accept the next higher flight level. More than one level may be quoted if that
information is available.
Should an aircraft desire to register a request for one or more future step climbs the word
"REQUEST" must be substituted for the word "ABLE" in the report.
It should be noted that ATC acknowledgement of a WAH report (and any included request)
is NOT a clearance to change altitude
- Report immediately on reaching any new cruising level following a reclearance or
completing a step climb etc.
8.3.5.12.2. Weather Reporting
In accordance with ICAO Annex 3, aircraft are no longer required to provide voice reports
of MET observations of wind speed and direction nor outside air temperature.
When an ATS unit establishes an event contract with an aircraft to provide ADS-C position
reports, it may also establish an additional periodic report contract (e.g. with a 30 min
interval). Such ADS-C periodic reports, unlike event reports, contain wind and temperature
data and thereby satisfy the MET authorities requirements for the provision of MET data.
However, it must be appreciated that any such automated MET Reports do not include
information on any observations of special or non-routine significant meteorological
phenomena, such as moderate/severe turbulence or icing, volcanic ash, thunderstorms,
etc.
Therefore any pilot providing position reports via datalink, who encounters any such
significant meteorological phenomena should report this information via voice or, if
appropriate, via a CPDLC free text downlink message. The format to be used for the
reporting of such observations should, where appropriate, be by reference to geographical
coordinates.

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8.3.5.12.3. Weather Deviation Procedures for Oceanic-Controlled Airspace

The following procedures are intended to provide guidance for deviations around
thunderstorms. Ail possible circumstances cannot be covered. The pilots judgement shall
ultimately determine the sequence of actions taken. ATC shall render all possible
assistance. If the aircraft is required to deviate from track to avoid weather and prior
clearance cannot be obtained, an ATC clearance shall be obtained at the earliest possible
time.
The pilot shall inform ATC when weather deviation procedures have been terminated. To
indicate that priority is desired the pilot may obtain a rapid response when initiating
communication by stating " WEATHER DEVIATION REQUIRED" or by using the urgency
call "PAN PAN" . If a revised ATC clearance cannot be obtained and deviation from track
is required the pilot shall take the following actions:
- If possible, deviate away from organized track or route system
- Establish communications with and alert nearby aircraft, broadcasting at suitable
intervals : aircraft identification, flight level, aircraft position (including ATS route
designator or the track code) and intentions, on the frequency in use and on
frequency 121.5 MHz (or as back-up A/A 123.45 MHz)
- Watch for conflicting traffic both visually and by reference to ACAS
- Turn on all aircraft exterior lights (commensurate with appropriate operating
limitations)
- For deviations of less than 10 NM , aircraft should remain at a level assigned by ATC
- for deviations of greater than 10 NM , when the aircraft is approximately 10 NM from
track, initiate a level change based on the following criteria:
Route centerline/track Deviations > 10 NM Level change
EAST 000o - 179o magnetic LEFT of course DESCEND 300 feet
RIGHT of course CLIMB 300 feet
WEST 180o - 359o LEFT of course CLIMB 300 feet
magnetic RIGHT of course DESCEND 300 feet
- When returning to track, be at its assigned flight level, when the aircraft is within
approximately 10 NM of centre line, and
- If contact was not established prior 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.
8.3.5.13. Transponder Operation
Unless otherwise directed by ATC, and except in cases of emergency or radio failure,
pilots of aircraft flying in the NAT Region shall operate transponders continuously on Mode
A/C, Code 2000 all directions, except that the last assigned Code shall be retained for 30
minutes after entry into NAT airspace or after leaving a radar service area.
Aircraft operating within the SOTA have to select Mode A/C, Codes will be allocated by
Shannon ATCC. Because of the limited time spent in the NAT HLA airspace, when flying
on Route Tango 9, the change from the last assigned domestic code to Code 2000 should

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be made Northbound 10 minutes after passing BEGAS and Southbound 10 minutes after
passing LASNO. Reykjavik ATC provides Radar Control service in the southeastern part of
its area ; thus transponder codes issued must be retained throughout Reykjavik OCA until
advised by ATC.
All aircraft transitioning from Miami Center and San Juan CERAP into the WATRS Area
via fixed ATS routes shall remain on their last assigned beacon code.
8.3.5.14. SELCAL
When using HF communications, and even when using ADS-C and/or CPDLC, pilots
should maintain a listening watch on the assigned frequency, unless prior to entry into
Oceanic Airspace a SELCAL check has been successfully performed with an appropriate
aeradio station. The SELCAL watch on the assigned radio frequency should be maintained
even in NAT areas where VHF coverage is available and used for air/ground
communications.
Crews of aircraft equipped with a 12-tone SELCAL must be aware that SELCAL
assignment is predicated on the usual geographical area of operation of that aircraft. If the
aircraft is subsequently flown in other than the originally specified area, a duplicate
SELCAL code situation may exist.
Also note that SELCAL code do not transfer to new owner or lessee and in such instances
a new SELCAL code must be obtained from the SELCAL Register at KDCAXAAG. The
correct aircraft SELCAL code must be included in the Flight Plan. Any subsequent change
of a/c will require passing the new SELCAL information to the OACs.
8.3.5.15. Contingency Situations Affecting ATM Provision in the
NAT Region
In the anticipation of situations arising which might result in the partial or total disruption of
Air Traffic Services within the NAT Region, NAT ATS Providers have developed
arrangements which would, in such events, be put in place to ensure, as far as possible,
the continued safety of air navigation. Such arrangements include required actions by
pilots and operators of affected flights. These arrangements are detailed in the "Air Traffic
Management Operational Contingency Plan - North Atlantic Region" (NAT Doc 006).
Operators and Pilots planning and conducting operations in North Atlantic region should
ensure their familiarity with these arrangements and in particular with the actions expected
of pilots in such contingency situations.
8.3.5.15.1. Special Procedures for in-Flight Contingencies in Oceanic
Airspace
Although all possible contingencies cannot be covered, these procedures provide for the
more frequent cases such as:
- Inability to comply with assigned clearance due to meteorological conditions, aircraft
performance or pressurization failure;
- En route diversion across the prevailing traffic flow;
- Loss of, or significant reduction in, the required navigation capability when operating
in an airspace where the navigation performance accuracy is a prerequisite to the
safe conduct of flight operations These procedures are applicable primarily when
descent and/or turn-back or diversion is required. Actions shall be taken as

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necessary to ensure the safety of the aircraft and the pilot's judgment shall
determine the sequence of actions to be taken, having regard to the prevailing
circumstances. Air traffic control shall render all possible assistance.
General Procedures
If an aircraft is unable to continue the flight in accordance with its ATC clearance, and/or
an aircraft is unable to maintain the navigation performance accuracy specified for the
airspace, a revised clearance shall be obtained, whenever possible, prior to initiating any
action.
The radiotelephony distress signal (MAYDAY) or urgency signal (PAN PAN) preferably
spoken three times shall be used as appropriate. Subsequent ATC action with respect to
that aircraft shall be based on the intentions of the pilot and the overall air traffic situation.
If prior clearance cannot be obtained, until a revised clearance is received, the following
contingency procedures should be employed and the pilot shall advise ATC as soon as
practicable, reminding them of the type of aircraft involved and the nature of the problem.
In general terms, the aircraft should be flown at a flight level and on an offset track where
other aircraft are least likely to be encountered. Specifically, the pilot shall:
- Leave the assigned route or track by initially turning at least 45 degrees to the right or
to the left, in order to acquire a same or opposite direction track offset 15 NM (28
km) from the assigned track centerline. When possible, the direction of the turn
should be determined by the position of the aircraft relative to any organized route
or track system. Other factors which may affect the direction of the turn are:
- The direction to an alternate airport
- Terrain clearance
- Any strategic lateral offset being flown
- The flight levels allocated on adjacent routes or tracks
Having initiated the turn:
- If unable to maintain the assigned flight level, initially minimize the rate of descent to
the extent that is operationally feasible (pilots should take into account the
possibility that aircraft below on the same track may be flying a 1 or 2 NM strategic
lateral offset procedures (SLOP) and select a final altitude which differs from those
normally used by 150 m (500 feet) if at or below FL 410, or by 300 m (1000 feet) if
above FL 410; or;
- If able to maintain the assigned flight level, once the aircraft has deviated 19 km (10
NM) from the assigned track centerline, climb or descend to select a flight level
which differs from those normally used by 150 m (500 feet), if at or below FL 410, or
by 300 m (1000 feet) if above FL410;
- Establish communications with and alert nearby aircraft by broadcasting, at suitable
intervals on 121.5 MHz (or, as a back-up, on the inter-pilot air-to-air frequency
123.45 MHz) and where appropriate on the frequency in use: aircraft identification,
flight level, position (including the ATS route designator or the track code, as
appropriate) and intentions;
- Maintain a watch for conflicting traffic both visually and by reference to ACAS (if
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- Turn on all aircraft exterior lights (commensurate with appropriate operating

limitations)
- Keep the SSR transponder on at all times
When leaving the assigned track:
- If the intention is to acquire a same direction offset track, the pilot should consider
limiting the turn to a 45 degree heading change, in order not to overshoot the offset
contingency track; or
- If the intention is to acquire and maintain an opposite direction offset track, then:
- Operational limitations on bank angles at cruising altitudes will normally result in
overshooting the track to be acquired. In such cases a continuous turn should be
extended beyond 180 degrees heading change, in order to re-intercept the offset
contingency track as soon as operationally feasible;
- Furthermore, if executing such a turnback in a 56 km (30 NM) lateral separation route
structure, extreme caution pertaining to opposite direction traffic on adjacent routes
must be exercised and any climb or descent, as specified above should be
completed preferably before approaching within 19 km (10 NM) of any adjacent
ATS route.
Emergency Descent Procedures
Descent through the NAT HLA airspace. An aircraft that is not NAT HLA/MNPS/RVSM -
approved and is unable to maintain a Flight Level above NAT HLA/RVSM airspace should
descend to a Flight Level below NAT HLA/RVSM airspace. An aircraft compelled to make
a descent through NAT HLA airspace, whether continuing to destination or turning back,
should, if its descent will conflict with an organized track:
- Plan to descend to a Level below FL280
- Prior to passing FL410, proceed to a point midway between a convenient pair of
organized tracks prior to entering that track system from above
- While descending between FL410 and FL280, maintain a track that is midway
between and parallel with the organized tracks
- Contact ATC as soon as practicable and request a revised ATC clearance.
Enroute Diversion
Enroute diversion across the prevailing NAT air traffic flow. Before diverting across the
flow of adjacent traffic, the aircraft should climb above FL410 or descend below FL280
using the procedures specified in the GENERAL PROCEDURES above. However, if the
pilot is unable or unwilling to do so, the aircraft should be flown at a Level as defined
above for the diversion until a revised ATC clearance is obtained.
Enroute Diversion Airports
The only enroute diversion airports available and suitable for large jet aircraft are:
• Keflavik
• Thule
• Kangerlussuaq
• Iqaluit

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There are also other, smaller airports in the Arctic region which serve the needs of isolated
weather or military stations but they have limited facilities.
Communications
Communications in the polar region should be handled according to the applicable
procedures described on the RFC charts. Both VHF and HF equipment are needed to
communicate with air traffic control. Solar activity effects HF communications with poor
quality, a shift to lower usable frequency bands and more noise or fading. During extreme
solar activity, HF communications may not be available in the polar region.
Navigation
Due to the meridian convergence and the erratic magnetic field normally used magnetic or
true north reference becomes difficult to use. The most favorable navigation system to use
in the polar region is Grid navigation. Special Grid tracks are provided on RFC charts of
this region which give reference to a specific meridian.
The departure and initial cruise portions of a polar flight are routine operations. But as the
airplane nears of the Canadian Northern Control Area (NCA), it approaches the area of
magnetic unreliability. In the polar region, magnetic heading is unreliable or totally useless
for navigation. Magnetic variations typically are extreme, often are not constant at the
same point, and change rapidly as an airplane changes position.
Flight crews must ensure that the computer flight plan shows true tracks and headings. It
is important to note that areas unmapped for enhanced ground proximity warnings
systems (i.e., those areas beyond the limits of the terrain database) are displayed as
magenta dots on the map display, regardless of airplane altitude.
The Canadian area of magnetic unreliability encompasses the NCA and the Arctic Control
Area. The Russian area of magnetic unreliability is not formally defined. Russian airways
south of 74°N latitude are referenced to magnetic north.
Flight crews should use caution when using ADF or VOR, or both, because the heading
reference in use will affect the display of data. With the heading reference in TRUE, ADF
bearings are true and vice versa. VOR radials are displayed according to the orientation of
the VOR station, either true or magnetic Crews should be prepared to operate metric
altitude where required. Some airports will provide QNH upon request even if their
standard is QFE During preflight planning, extremely cold air masses should be noted and
cold fuel temperatures considered.
8.3.5.16. Cold Fuel Management
General
Because of the extended flight duration and the prevalence of very cold air masses on the
polar routes, the potential exists for fuel temperatures to approach the freezing point.
However, current aircraft systems and operating procedures provide confidence that fuel
will continue to flow unobstructed to the engines in all plausible cold-weather conditions
likely to be experienced on polar routes.
Properties of fuel at very low temperatures
The fuel freezing point is the temperature at which wax crystals, which form in the fuel as it
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disappear when the fuel is rewarmed. (This should not be confused with the fuel becoming
cloudy upon cooling, which results when water dissolved in the fuel freezes, forming a
suspension of very fine ice crystals.
Aircraft fuel and engine systems are designed to handle water ice crystals safely.) The Jet
A fuel specification
limits the freezing point to a maximum of -40°C, the Jet A-1 limit is -47°C maximum. In
Russia, the fuels are TS-1 and RT, which have a maximum freezing point of -50°C.
Because specifications may vary by country, operators should ensure that they are using
the appropriate fuel procurement specification for the fuel being dispensed.
The maximum freezing point for some jet fuels can vary by the geographical region in
which the fuel is refined or uplifted. Test methods for determining the fuel freezing point
also introduce variability; reproducibility is approximately 2.5°C.
Data show that the freezing point of delivered Jet A fuel is approximately 3°C lower than
the specification maximum of -40°C.
However, the fuel freezing point is not what dictates fuel flow to the boost pumps. The
critical condition of cold fuel in an airplane fuel tank, in terms of flight safety, is its
propensity to flow toward and into the boost pump inlets. Pump ability, or flow ability,
depends on the pour point of the fuel, defined as the lowest temperature at which the fuel
still flows before setting up into a semi rigid state.
Generally, the pour point is approximately 6°C lower than the fuel freezing point. However,
the exact relationship between freezing point and pour point depends on the source of the
crude oil and the refining processes.
Because jet fuel is a mixture of many different hydrocarbon molecules, each with its own
freezing point, jet fuel does not become solid at one temperature as water does. As fuel is
cooled, the hydrocarbon components with the highest freezing points solidify first, forming
wax crystals. Further cooling causes hydrocarbons with lower freezing points to solidify.
Thus, as the fuel cools, it changes from a homogenous liquid to a liquid containing a few
hydrocarbon (wax) crystals, to a slush of fuel and hydrocarbon crystals, and finally to a
near-solid block of hydrocarbon wax. Because the freezing point is defined as the
temperature at which the last wax crystal melts, the freezing point of jet fuel is well above
the temperature at which it completely solidifies.
Refueling airplanes at different stations creates a blend of fuels in the tanks, each with a
unique freezing point. The resulting fuel freezing point in each tank can vary widely. The
flight crew must operate with caution and not automatically assume that the freezing point
of the uplifted fuel is the actual freezing point of the fuel on board. If the freezing point of
the fuel on board cannot be determined, Boeing suggests using the highest freezing point
of the fuel used in the last three fuel uplifts. For example, if Jet A-1 fuel was used for two
uplifts and Jet A fuel was used for one uplift, then a -40°C freezing point would be used for
the current refueling, if Jet A-1 fuel was used in three consecutive refueling, then a -47°C
freezing point may be used for the current refueling. if the fuel freezing point is projected to
be critical for the next flight segment, Boeing advises the transfer of wing tank fuel to the
center wing tank before refueling. This makes it possible to use the freezing point of the
fuel being uplifted for that flight segment.
Fuel systems and temperature measurement
For specific fuel indications, refer to OM-B, FCOM Limitations.

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Factors affecting fuel temperature

Factors that affect fuel temperature are the size and shape of the fuel tanks, fuel
management, and long range operations at high altitudes. The size and shape of the fuel
tanks significantly affect how quickly the fuel temperature is affected by wing skin
temperatures. A tank with a high surface-to-volume ratio transfers heat through the wing
surfaces at a higher rate than a tank with a low surface-to-volume ratio. Thus, fuel
temperature is affected at different rates depending on the aircraft model and tank design.
For example, because the outboard main tanks are long and narrow, the surface-to-
volume ratio on the main tanks is much higher. This means that heat transfer through the
wing surfaces is greater and the fuel temperature changes faster.
Whether a tank is full or partially depleted of fuel alters the rate at which the fuel
temperature changes. During long-range operations at high altitudes, fuel tank
temperatures can approach the freezing point of fuel.
On long flights, the fuel temperature ends to adjust to the temperature of the aerodynamic
boundary layer over the wing skin. This boundary layer temperature is slightly lower than
the TAT because theoretical TAT is not achieved. Initially, TAT is much lower than the fuel
probe temperature because of the thermal lag of the fuel.
8.3.5.17. RNAV
Area Navigation (RNAV) is a method of navigation, which permits aircraft operation on any
desired flight path within the limits of the capability of self-contained aids, or a combination
of these.
The Required Navigation Performance (RNP) is a parameter describing the lateral
deviation accuracy from assigned or selected track on the basis of an appropriate
containment level.
B-RNAV implies RNP 5, meaning during 95 % of the flight time there is not more than 5
NM deviation from intended flight track.
When operating the aircraft on routes where RNAV equipment is required (whether basic
or precision RNAV equipment) or whenever operating the aircraft on other than RNAV
Routes but using RNAV sources for navigational purposes the flight crew shall adhere to
procedures and information, which are provided in the OM, Part B of the aircraft type
concerned.
The Flight Crew shall be trained and authorized to perform navigational procedures on the
basis of RNAV sources. Detailed procedures and information also with regard to crew co-
ordination are provided in the OM, Part B.
In order to comply with the above requirement, the aircraft must be certified for B-RNAV
operation in order to file an IFR flight plan in the B-RNAV FIRs/UIRs. See MEL
requirements and applicable aircraft limitations related to navigation accuracy.
When filling a flight plan for an aircraft fitted with RNAV, having a navigation accuracy
meeting RNP 5, insert the designator “R” in item 10 of the flight plan.
The navigation database installed in the aircraft must be checked for its validity before the
flight. This data base will be updated every 28 days by the publisher of the route manual.
It is the responsibility of the crew to ensure that the navigation accuracy is maintained. In
particular, utmost care must be taken to avoid the following common mistakes:

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Insertion errors: The pilot has the correct coordinates or waypoints of his cleared route,
but he inserts incorrect data into the system. Care should be exercised in case of a re-
clearance.
De-coupling: The pilot allows the autopilot to become de-coupled from the equipment,
which he thinks is providing steering output.
Using faulty equipment: The pilot might continue to use a navigation system, which was
becoming inaccurate.
As a result of a failure or degradation of the RNAV system below RNP 5, an aircraft shall
not enter the B-RNAV airspace, nor continue operations in accordance with the current air
traffic control clearance. ATC must be advised and a revised clearance shall, whenever
possible, be obtained by the pilot. Subsequent air traffic control action in respect of that
aircraft will be dependent upon the nature of the reported failure and the overall traffic
situation. Continued operation in accordance with the current ATC clearance may be
possible in many situations. When this cannot be achieved, a revised clearance may be
required to revert to VOR-DME navigation. The crew will then, on each ATC frequency
change, report the situation by announcing “NEGATIVE RNAV” on initial contact.
8.3.5.17.1. Required Navigation Performance (RNP)
The RNP concept
In 1983, ICAO formed the Future Air Navigation System (FANS) Committee to develop a
broad strategy that include new methods for aircraft Communications, Navigation,
Surveillance and Air Traffic Management (CNS/ATM). The Navigation element of
CNS/ATM centers on the concept of Required Navigation Performance (RNP). RNP
provides for the specification of airspace based on demonstrated levels of navigation
performance and certain functional capabilities. Area Navigation (RNAV) functionality is a
key element of the RNP concept.
ICAO RNP-10 example:
While the ICAO definition of RNP adequately specified 95% accuracy performance, it did
not quantify other common navigation parameters normally used by industry during
equipment design and certification. Aviation standards organizations expanded the
definition of RNP to include:

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• A new lateral containment limit

• Minimum navigation system capabilities
This industry expanded specification of RNP is called RNP RNAV, to differentiate it from
the incomplete specification of RNP defined by ICAO.
Three concepts need to be understood when discussing required navigation performance
(P-RNAV) operations:
• The RNP required by a regulatory agency for a defined flight path
• The RNP rating of a given aircraft model, and
• The actual navigation performance of an airplane
RNP extends the capabilities of modern aircraft navigation systems by providing a precise
characterization of airplane navigation performance. The navigation accuracy of an
airplane is based on its systems capabilities rather than specific ground based navigation
aids. RNP defines the navigation accuracy that an airplane must have to operate on a
specific route segment. The navigation accuracy required for a particular flight phase
varies. For example, the accuracy can be 10.0 NM for oceanic airspace or 0.1 NM for near
CAT I approaches.
The specific RNP for a particular flight ensures that airplanes with adequate navigation
accuracy remain within a defined pathway or containment boundary. This boundary
provides safe separation from terrain, other airplanes, and adjacent airspace. The RNP
values for flight phases are stored in the airplane’s flight management computer (FMC)
database and are available to the flight crew as a digital readout on the control display unit
(CDU).The flight crew can override the RNP values for specific situations in which the
database RNP value is not applicable.
Definition of RNP
RNP is a statement of the navigation performance necessary for operations within a
defined airspace. RNP specifies an accuracy, integrity, availability of navigation signals
and availability of navigation equipment requirements for a particular area, airspace, route,
procedure, or operation.
This accuracy is specified in NM (for example RNP 0.3 where the accuracy required is
“within 0.3 NM”).
Lateral containment limit
The lateral containment limit specifies an additional requirement on navigation system
uncertainty beyond the ICAO concept of 95% accuracy performance:
• The lateral (cross-track) dimension of this containment limit is twice the size of the
RNP value and centered on the airplane’s defined path
• The navigation system must ensure that the airplane remain within this containment
region 99.999% of the flight time
• This outer linear containment region is used to assess the safe separation of
airplanes and obstacle clearance when developing route, areas and procedures
RNP RNAV example:

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FMS default RNP values

It is AZAL policy to use default RNP values as provided by the Flight Management System
for Departure,
Enroute, Arrival and Approach. FMS default RNP values can be found in OM-B of the
aircraft type concerned.
The RNP types that are currently in use or are being considered for use are detailed in the
table below

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Areas of application
8.3.5.17.2. Actual Navigation Performance (ANP)

General
If RNP is a measure of how good the airplane’s navigation system must be, then ANP is
the estimated real-time measure of how good the airplane’s navigation system actually is.

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ANP is the navigation system computed accuracy with associated integrity for the current
FMC position.The FMC calculates its ANP and displays as ACTUAL on FMS POS REF
page 2/2, ACTUAL is displayed in nm and specifies the accuracy associated with the FMC
position.
This position is based on a 95% probability that the FMC position is within the ANP value.
This calculation is based on the source of updating (GPS, DME-DME, VOR-DME, LOC-
GPS, LOC-DME-DME, LOC-VOR-DME, or LOC) and the time since the last update to the
FMC position from one of those sources. ANP is smaller with more accurate updating
sources, GPS updating provides the smallest ANP and the highest position accuracy while
Inertial updating provides the highest ANP value and the lowest position accuracy.
ANP and the FMS
ANP indications:
These figures do not relate to tracking accuracy, lateral deviation from the route or
procedural track is indicated by the XTK ERROR (cross track error) value shown by the
FMC:
• LNAV should be used with the autopilot engaged to minimize cross track error
• When the ANP exceeds the RNP a crew alert is provided
• Excessive XTK ERROR will not result in a crew alert
8.3.5.17.3. P-RNAV Departure and Arrival
The uncertainty of the aircraft location traditionally results in larger airspace areas to
protect separation.
VNAV together with P-RNAV result in a much better predictability and repeatable
confinement of the aircraft on a procedure. The P RNAV capability enables the
development of Arrival, Approach and Departure procedures that were previously not
possible. The performance integrity provided by the aircraft system, allows for smaller
protection surfaces for the missed approach, leading to reduction in the missed approach
altitude,and increased opportunity to land.

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The computed flight path used for a VNAV descent provides a number of improvements in
approach operations.
Flight guidance relative to stabilized vertical path in space, reduces flight technical error
and improves the safety of the operation. The improved navigation performance will also
allow for lower operating minima. For specific operating procedures see, QRH NNC 11
Navigation.
Departure and arrival lateral path:
Departure and arrival procedures

The following procedures are for P-RNAV departure and arrival operations. Standard
navigation procedures for RNP enroute operations and loading of FMC are found under
Long Range Navigation in this Chapter and OM-B, QRH NNC 11 Navigation.
P-RNAV operating procedures and non-normal procedures can be found in OM-B, FCOM
Volume 1 and QRH.
Preflight Planning
During the pre-flight planning phase, the availability of the navigation infrastructure
required for the intended operation, including any non-RNAV contingencies, must be
confirmed for the period of intended operation.
Availability of the onboard navigation equipment necessary for the route to be flown must
be confirmed. Verify that the letter “R” is annotated in Block 10 (equipment) of the ICAO
Flight Plan.
For minimum equipment required for P-RNAV operations, refer to OM-B, FCOM Vol. 1
Limitations.
Departure
At system initialization the flight crew must check:
• The navigation database is current and verify that the aircraft position has been
entered correctly, GPS updating and GPS time available and/or radio updating
available
• RNP values as required, use FMS default value unless other RNP value specified
The active flight plan should be checked by comparing the SID charts or other applicable
documents, with the map display and the FMS. This includes confirmation of the waypoint
sequence, reasonableness of track angles and distances, any altitude or speed constraints

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Note: Creation of new waypoints by manual entry into the RNAV system by the flight crew is not permitted
as it would invalidate the affected P-RNAV procedure. Route modifications in the terminal area may take the
form of radar headings or “direct to” clearances and the flight crew must be capable of reacting in a timely
fashion. This may include the insertion in the flight plan of waypoints loaded from the database.
• Prior to commencing take-off, the flight crew must verify that the RNAV system is
available and operating correctly and verify update status on the Navigation Display
• During the procedure and where feasible, flight progress should be monitored for
navigational reasonableness, by cross-checks, with conventional navigation aids
using the primary displays in conjunction with the FMS
• When GPS or radio updating is not available, the departure should be flown by
conventional navigation means. A transition to the P-RNAV structure should be
made at the point where the aircraft has entered DME/DME coverage and has had
sufficient time to achieve an adequate input
Arrival
Prior to the arrival phase the flight crew should:
• Verify that the correct terminal procedure has been loaded. The active flight plan
should be checked by comparing the charts with the map display and the FMS. This
includes confirmation of the waypoint sequence, reasonableness of track angles
and distances, any altitude or speed constraints
Note: Creation of new waypoints by manual entry into the RNAV system by the flight crew would invalidate
the P-RNAV arrival and approach procedure and is not permitted. Route modifications in the terminal area
may take the form of radar headings or ‘direct to’ clearances and the flight crew must be capable of reacting
in a timely fashion.This may include the insertion of tactical waypoints loaded from the database. Manual
entry or modification by the flight crew of the loaded procedure, using temporary waypoints or fixes not
provided in the database, is not permitted
• Check RNP values required for the arrival, use FMS default value unless other RNP
value specified on arrival chart
• Set navigation radios as required in case of reversion to a conventional arrival
procedure is required
• Flight progress should be monitored for navigational reasonableness by cross-
checks with conventional navigation aids using the primary displays in conjunction
with the FMS
• Update status should be verified on the Navigation Display
• Any published altitude and speed constraints must be observed
8.3.5.17.4. RNAV Contingencies
The flight crew must notify ATC of any problem with the RNAV system that results in the
loss of the required navigation capability, together with the proposed course of action. The
phrase “UNABLE RNAV DUE
EQUIPMENT” hall be included by the pilot immediately following the call aircraft sign
whenever initial contact on the ATC frequency is established.
In the event of communications failure, the flight crew should continue with the RNAV
procedure in accordance with the published lost communication procedure.

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In the event of loss of P-RNAV capability, the flight crew should invoke contingency
procedures and navigate using an alternative means of navigation which may include the
use of an inertial system. The alternative means need not be an RNAV system. The
Inertial Navigation Systems installed on AZAL aircraft are able to maintain the following
RNP requirements following the loss of GPS/Radio updating:
• RNP-5 for 2 hours from the last update
• RNP-10 for 12 hours from the time the system was placed in the navigation mode
8.3.5.17.5. RNP Approach
RNP APCH is the PBN navigation specification dealing with approach procedure using
GNSS. Those approaches are generally charted under the name RNAV(GNSS) or
RNAV(GPS).
RNP APCH approach covers three possible types of approach procedure:
1. Non-precision approach Identified on the IAC chart by the minima line LNAV -
MDA/MDH
2. APV BaroVNAV approach Identified on the IAC chart by the minima line LNAV/VNAV
- DA/DH
3. APV SBAS approach Identified on the IAC chart by the minima line LPV - DA/DH
APV stands for Approach with vertical Guidance
Non-Precision Approach - RNAV(GNSS) LNAV
RNAV(GNSS) LNAV approaches are not associated with a vertical track in space.
Lateral guidance is by means of the RNAV/GNSS system and is based on GNSS
positioning.
Vertical flight management the same as for non-precision approaches (VOR/DME, NDB,
etc.), in accordance with EU OPS, non-precision approaches meeting CDFA criteria must
be carried out using the CDFA technique.
An airborne system approved for RNP APCH / LNAV.
Airworthiness and operational criteria are defined in a European document AMC 20-27
and are consistent with the ICAO PBN manual.
An RNAV system based on GNSS positioning.
Lateral Navigation
Flight plan construction builds from an embedded navigation data base
Provides display of all necessary flight navigation parameters in order to conduct a safe
approach.
Vertical navigation
Vertical flight management the same as for non-precision approaches (VOR/DME, NDB,
etc.),
In accordance with OPS European regulation, non-precision approaches meeting CDFA
criteria must be carried out using the CDFA technique.

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All non-precision approaches shall be flown using the continuous descent final approaches
(CDFA) technique.
CDFA is a flight technique and does not recommend any particular on-board means.
It can be carried out using vertical speed (V/S) or flight path angle (FPA) indications, or the
(Baro) VNAV function if available.
The vertical path trajectory is checked using the distance - altitude table and/or the table
giving the flight time and vertical speed between the FAF and the MAPt.
The notion of MDA disappears because CDFA no longer allows a level flight segment to
the MAPt.
The CDFA technique requires a go-around if the visual references are not acquired at a
DA(H) (decision altitude/height).
MDA is determined from an OCA which does not take into account the height loss at go
around.
APV BaroVNAV – RNAV(GNSS) LNAV/VNAV
Lateral guidance is by means of the RNAV/GNSS system and is based on GNSS
positioning.
• Vertical guidance uses the (baro) VNAV function,
• Certification criteria are included in EASA AMC 20-27.
Baro-VNAV systems are already fitted onboard Air Transport aircraft and business jet.
Use of Baro-altitude data (aircraft anemometric data) as the primary information to
elaborate the vertical guidance with Static probes and Air Data Computer.
The integrated navigation system (eg FMS) computes a vertical guidance based on baro
altitude data and the vertical path to be flown stored in the navigation data base.

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APV SBAS – RNAV(GNSS) LPV

Lateral and vertical guidance use the RNAV/GNSS system and are based on GNSS
positioning using the GPS signal and the SBAS (WAAS in the United States and EGNOS
in Europe).
The system certification criteria : EASA AMC 20-28.
SBAS is designed to improve the accuracy, integrity and availability of the Global
Positioning System (GPS) required by civilian air navigation for approaches
SBASs are regional systems: WAAS in US, EGNOS in Europe.
The approach operation associated to SBAS is named LPV (Localizer Precision with
Vertical guidance).
For Lateral and Vertical Navigation, the system enables the aircraft to fly relative to a 3D
final approach path which is provided by the on-board navigation database.
Example of Management of lateral and vertical deviations:

• Lateral
• PNF announces “cross track” when 0.2Nm of deviations
• PNF announces “go around” when 0.3Nm of deviations
• Vertical
• PNF announces “VDEV” when 1/2 dot of deviation (50’ )
• PNF announces “go around” when 3/4 dot of deviation (75’)
• Use of the FD is mandatory

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• Use of AP is recommended
Pre-Flight Planning
The flight plan has to be filled in in accordance with the capability.
• The navigation database has to be current
• Selection of aerodromes
INA Initial and intermediate approach can be RNAV1
• •Check appropriate approval
RNAV(GNSS) and alternate aerodrome
• If no alternate destination aerodrome: the destination aerodrome must be accessible
by means of a conventional approach (non RNAV(GNSS)).
• If at least one alternate aerodrome is require : The alternate aerodromes must be
accessible by means of a conventional approach (non RNAV(GNSS))
• An RNAV(GNSS) approach cannot be used to select an alternate aerodrome at take-
off.
• For APV SBAS (LPV), the previous requirements apply, unless the airspace authority
concerned does not so require.
Check the MEL
• GNSS coverage and availability of the RAIM function (or equivalent)
Check GNSS NOTAMs
• •GPS NOTAMs: concerning the operating status of the GPS constellation.
• •RAIM NOTAMs: supplied for each aerodrome for which an RNAV (GNSS) approach
is published, leading to LNAV or LN AV/VNAV minima.
• •SBAS NOTAMs: concerning the unavailability of the LPV procedure with regard to
the performance of the SBAS system. These NOTAMs are supplied for each
aerodrome for which an RNAV (GNSS) approach leading to LPV minima is
published. (EGNOS NOTAM in Europe)
Prior to commencing the approach procedure
Before the IAF, the pilot shall check that the correct procedure, including missed approach,
has been loaded.
Check flight path displayed on the navigation screen (ND, MFD,..) against the approach
chart.
The sequence of the various waypoints
• The reasonableness of the tracks and distances of the segments, length and route.
• The final angle of descent in the case of APV BaroVNAV, LPV approaches, or if the
(Baro) VNAV function is used.

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Monitoring of the FTE

• The Lateral deviation must be limited to half the RNP
• 0.15Nm on the final approach segment,
• 0.5Nm on the intermediate segments.
• The vertical deviation should be limited to 75 ft in the case of APV Baro VNAV
• Brief overshoots are tolerated, in particular during and just after turns.
Radar Guidance Limitations
- Guidance leading to interception of the final axis less than 2NM before the FAF
should not be accepted.
- Manual input of user WPt into the GNSS system by the pilot for use in the terminal
area is not authorised.
- "Direct to" clearances to the IF can be accepted provided that the resulting track
change does not exceed 45°
- "Direct to" clearances to the FAF must not be accepted.
- "Direct to" clearances to a waypoint which does not belong to the procedure must not
be accepted.
USE OF BARO VNAV – ASSOCIATED RISKS, PRECAUTIONS FOR USE
Importance of specific crew procedures
There are two possible situations for using the (Baro) VNAV function:
• Either to manage the vertical plane of non-precision approaches (to help with CDFA)
• to carry out an APV BaroVNAV (required function)
In both cases, the pilots must take the usual precautions
• Altimetry setting
• Temperature limitations
Altimeter setting.
- Flight Crews should take precautions to switch altimeter settings at appropriate times
or locations
- request a current altimeter setting if the reported setting may not be recent,
particularly at times when pressure is reported or is expected to be rapidly
decreasing. (for instance before FAF)
- Remote altimeter setting is prohibited: A current altimeter setting for the landing
airport is required.
- Consolidation of Baro-altitude performance during the approach
Two primary altimeter systems are necessary:
- Crew requirements for vertical guidance comparisons with regards to primary
altimeter information, altitude crosschecks (e.g. altimetry comparisons of 100 feet),
temperature limitations and procedures for altimeter setting.

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- The pilots must know that the vertical flight path in Baro VNAV is influenced by
altimeter setting errors. These errors may not be detected by a cross-check
between the altimeter reading and the values given on the approach chart (altitude
– distance verification).
When cold weather temperatures exist, the pilot should check the chart for the instrument
approach procedure to determine the limiting temperature for the use of Baro-VNAV
capability. If the airborne system contains a temperature compensation capability,
manufacturer instructions should be respected
Certain charts can publish descent markers (step down fix - SDF) to clear obstacles by
procedure.

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8.3.5.18. RVSM – Reduced Vertical Separation Minimum

The European Airspace between FL 290 and FL 410 (inclusive) is subject of reduced
vertical separation, 1000 ft instead of 2000 ft. Aircraft and operators must have an
approval from their Authority to participate with the system. Flight crewmembers shall be
thoroughly trained and must maintain a good knowledge of the system to avoid any
endangering of air safety.
The following procedures are established in compliance with the JAA TGL No. 6, Rev 1. It
should always kept in mind that airworthiness approval alone does not authorize flight into
airspace for which an RVSM operational approval is required. All other requirements as
listed below and the respective flight crew training according OM, Part D must be taken in
account.
Occurrences involving poor height keeping must be reported to the supervising Authority
within 72 hours. Such occurrences on the flight operational side are errors of:
 TVE equal to or greater than +/- 300 ft;
 ASE equal to or greater than +/- 245 ft; and
 Assigned altitude deviation equal to or greater than +/- 300 ft, in which case also a
warning will be given by ATC.
8.3.5.18.1. RVSM Definitions
The following definitions apply to RVSM procedures:
Airplane group - A group of aircraft that are of nominally identical design and build with
respect to all details that could influence the accuracy of height keeping performance.
Altimetry System Error (ASE) - The difference between the pressure altitude displayed
to the flight crew when referenced to the International Standard Atmosphere ground
pressure setting (1013.2 hPa/29.92 nigh) and free stream pressure altitude.

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Assigned Altitude Deviation (AAD) - The difference between the transmitted Mode C
altitude and the assigned altitude/flight level.
Automatic Altitude Control System - Any system that is designed to automatically
control the aircraft to a referenced pressure altitude.
Avionics Error (AVE) - The error in the processes of converting the sensed pressure into
an electrical output, of applying any static source error correction (SSEC) as appropriate,
and of displaying the corresponding altitude.
Basic RVSM Envelop - The range of Mach numbers and gross masses (weights) within
the altitude ranges FL 290 to FL 410 (or maximum attainable altitude) where an aircraft
can reasonable expect to operate most frequently.
Flight Level Allocation Scheme (FLAS) - The scheme whereby specific flight levels may
be assigned to specific route segments within the route network.
Full RVSM Envelope - The entire range of Mach numbers, W/ä, and altitude values over
which the aircraft can be operated within RVSM airspace.
Height Keeping Capability - Aircraft height keeping performance that can be expected
under nominal environmental operating conditions, with proper aircraft operating practices
and maintenance.
Height Keeping Performance - The observed performance of an aircraft with respect to
adherence to a flight level.
Non-Group Airplane - An aircraft for which the operator applies for approval on the
characteristics of the unique airframe rather the application of SSEC.
Residual Static Source Error - The amount by which SSE remains under- or
overcorrected after the application of SSEC.
Static Source Error (SSE) - The difference between the pressure sensed by the static
system at the static port and the undisturbed ambient pressure.
Static Source Error Correction (SSEC) - A correction for static source error.
Strategic Flight Level - A flight level which is planable in accordance with the ICAO Flight
Level System and the Flight Level Allocation Scheme (FLAS), as specified in the relevant
Aeronautical Information Publications.
Total Vertical Error (TVE) - Vertical geometric difference between the actual pressure
altitude flown by an aircraft and its assigned pressure altitude (flight level).
Tactical Flight Level - A flight level, which is not plannable and which is reserved for
tactical use by ATC.
8.3.5.18.2. RVSM Flight Planning and Pre-Flight Procedures
Before planning a flight using RVSM airspace the following considerations have to be
taken in account:
 Check the validity of the aircraft's RVSM maintenance release. As long as you
have no entry about RVSM restriction in the AML the aircraft is certified for RVSM;
 Check that the requested flight level is consistent with the FLAS, if published;

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 Ensure that the flight plan contains a specific flight level for those portions of the
flight before entering or when leaving the RVSM airspace, which corresponds with
the FL requested for RVSM airspace;
 When using an RVSM approved aircraft ensure that the letter "W" is inserted in
Item 10 of the flight plan or the format "EQPT/W" in Item Q when a repetitive flight
plan has been filed.
The pre-flight procedure must include considerations about:
 The reported and forecast turbulence on the route of flight;
 The amount of fuel required for contingency cases where the possibility of a flight
level change and/or re-routing may arise;
 Information received by NOTAM's, AIP revisions or other safety issues related to
RVSM operation.
The following additional items have to be included in the pre-flight inspection:
 A thorough inspection of the Aircraft Technical Log concerning the minimum
equipment required pertaining to the height keeping and alerting systems or any
airframe or operating restriction related to RVSM approval;
 Ensure the availability of the static source error/position error correction card, if
applicable;
 A particular inspection of the static source and the surrounding fuselage skin.
An altimeter comparison check in order not to exceed the following limits:
Max Diff between Max Diff between
Capt & FO Capt or FO
Field Elevation (ft) IAS/MACH
Altimeter Altimeter and
(ft) Field Elevation (ft)
Sea Level 0 25 75
500 0 35 75
10000 0 40 75
For non-RVSM approved aircraft ATC may assign flight levels according the following
table:
Landing aerodrome Landing aerodrome
within lateral limits of outside lateral limits of
RVSM airspace RVSM airspace
Departing aerodrome
A level below RVSM A level below RVSM
within lateral limits of
airspace airspace
RVSM airspace
Departing aerodrome
A level below RVSM A level below or
outside lateral limits of
airspace above RVSM airspace
RVSM airspace
8.3.5.18.3. Prior Entering RVSM Airspace
Prior entering the RVSM airspace the flight crew must:
 Ensure that both pilots know the content of the ATC clearance and there is
agreement about the cleared FL;
 Check that the following minimum equipment is operating normally:

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• Two primary altitude measurement systems;

• One automatic altitude control system;
• One altitude alerting system;
• One transponder including Mode C.
 Have performed a cross check of the primary altimeters, recorded the readings and
any differences and confirmed that at least two systems are within the required limit
of +/- 200 ft.
 Ensure that the same system source (air data computer) is used for automatic
altitude control, altitude alert and transponder.
Note: Failure to meet the +/- 200 ft limit requires the altimetry system to be reported to ATC as defective.
8.3.5.18.4. Within RVSM Airspace
When within the RVSM airspace particular attention must be paid to the following
circumstances:
 Fly the aircraft within the operating restrictions as given in the RVSM approval, if
any, e.g. indicated Mach number;
 Particular care is taken to ensure that ATC clearances are fully understood and
followed;
 Recheck the sub-scale setting of all primary and standby altimeters to be at 1013.2
hPa/29.92 inHg;
 When changing levels, the aircraft should not be allowed to overshoot or
undershoot the cleared level by more than 150 ft;
 Compare the primary altimeters at level-off after level changes and thereafter at
intervals of approximately one hour when in level flight (Note);
 Be aware that the altitude alerting system is functioning;
 The autopilot should be used to maintain the cleared FL, except when
circumstances such as the need to re-trim the aircraft or turbulence require
disengagement;
 The aircraft should not intentionally depart from the cleared level without a positive
clearance from ATC, except when conducting contingency or emergency
manoeuvres in which case ATC has to be informed as soon as possible;
 Maintain the same system source (air data computer) for automatic altitude control,
altitude alert and transponder;
 When being informed by ATC about an altitude deviation, which will be in the case
of an excedance of equal to or more than +/- 300 ft, the pilot must take immediate
action to return to the assigned flight level or declare a contingency situation and
requesting a normal (2000 ft) separation.
Note: Failure to meet the +/- 200 ft limit requires the altimetry system to be reported to ATC as defective, a
Aircraft Technical Log entry must be made followed by a report to the Authority.
In case of contingencies, e.g. equipment failures or turbulence, which affect the ability to
maintain the cleared flight level flight crews should co-ordinate with ATC a plan of action
appropriate to the airspace concerned.

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Examples of contingencies, which should be reported to ATC, are:

 Failure of all automatic altitude control systems aboard the aircraft;
 Loss of redundancy of altimetry systems;
 Loss of thrust on an engine necessitating descent;
 Encountering turbulence greater than moderate;
 Any other failure affecting the ability to maintain the cleared flight level.
If unable to notify ATC and obtain an ATC clearance prior to deviating from the cleared
flight level, the pilot should follow any established contingency procedure and obtain the
ATC clearance as soon as possible.
Note: For the time being there are contingency procedures for the NAT Region only.
Procedures for the EUR RVSM Region will be inserted in this OM as soon as they are
published. Till than the pilot should use best judgment taking in account the aircraft
situation and the traffic in his vicinity.
If unable to maintain altitude:
 Watch for conflicting traffic;
 Make maximum use of exterior lights to alert nearby aircraft;
 Broadcast position, flight level and immediate intensions on the frequency in use
and on 121.5 MHz;
 Offset the flight path by half the distance to a parallel routing; and
 Take an altitude that is between two flight levels.
The following phraseology is applicable to RVSM communications:
Message Phraseology
CONFIRM RVSM
To ascertain the RVSM approval status of a flight by ATC:
APPROVED
Pilot’s indication of non- RVSM approval status is:
To be stated:
I. In the initial call on any frequency within the RVSM airspace;
II. In all requests for FL changes pertaining to FL's within the RVSM
airspace;
III. In all read backs to Fl clearances pertaining to FL's within the RVSM
airspace;
IV. In all read backs to FL clearances during the vertical transition through
either FL 290 or FL 410
UNABLE CLEARANCE INTO
RVSM AIRSPACE;
ATC denial of clearance into RVSM airspace:
MAINTAIN (or DESCEND TO,
or CLIMB TO) FL.(number)
Pilot’s to report:
During initial contact on all frequencies within the RVSM airspace when UNABLE RVSM DUE
encountering severe turbulence or other severe weather related TURBULENCE
phenomenon
UNABLE RVSM DUE
During initial contact on all frequencies within the RVSM airspace where
EQUIPMENT
altimetry equipment has failed to meet the minimum specifications
When able to resume normal operation after an equipment or weather READY TO RESUME RVSM
related contingency

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ATC uses the phrase: REPORT ABLE TO RESUME

When wishing to solicit this information RVSM
8.3.5.18.5. RVSM Post Flight

In making Tech Log entries about a malfunction in the height keeping system, the pilot
should provide sufficient detail to enable maintenance to effectively troubleshoot and
repair the system. The pilot should detail the defect and the crew action taken to try to
isolate and rectify the fault.
The following information should be recorded when appropriate:
 Primary and standby altimeter readings;
 Altitude selector setting;
 Subscale setting on altimeter;
 Autopilot used to control the aircraft and any differences when an alternate
autopilot system was selected;
 Differences in altimeter readings, if alternate static ports selected;
 Use of air data computer selector for fault diagnosis procedure;
 The transponder selected to provide altitude information to ATC and any difference
noted when an alternate transponder was selected.
8.3.5.19. Future Air Navigation System (FANS)
CNS/ATM
The global CNS/ATM concept is based on the use of purpose-built applications to extract
information from a number of different sources to create a system that looks beyond the
mere control of air traffic within State boundaries to an integrated, worldwide system of Air
Traffic Management (ATM).
To be effective, ATM requires close collaboration and interaction not only between pilots
and air traffic controllers, but also between the airlines, dispatchers, service providers and
between the airborne and ground systems themselves.
The "C", the "N", and the "S" from the CNS equation stand for "Communication,
Navigation, and Surveillance".
Within the Future Air Navigation System there are several components that fit into each of
these categories as per the following list:
Communication
ATC communication between pilot and controller
• Clearances
• ATC reports
• FMC loadable clearances, routes
• SATCOM voice
• Navigation
• Integrated GPS position and time reference

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• Required Navigation Performance (RNP) function, and

• Actual Navigation Performance (ANP) function
• Surveillance
• Automatic Dependent Surveillance (ADS), and
• Required Time of Arrival (RTA)
ATC Data Link
ATC Data Link communicates with participating air traffic control centers, reducing the
need for HF voice communications, and allowing some VHF voice communications to be
replaced with data messages where appropriate.
Airplane situation reports, route changes, speed and vertical clearances, and voice contact
requests can be sent or received by data link. ATC Data Link is more commonly known
operationally by the acronym Controller Pilot Data Link Communications (CPDLC).
The main purpose of CPDLC is to allow the exchange of text-based messages between
controllers and flight crew. Some of the advantages of CPDLC are:
• The flight crew receives a text message that can be read directly from the screen,
reducing the possibility of errors due to background noise or frequency congestion
• Some messages reduce the need for pilot reporting by voice and can be set to send
automatically when a particular event occurs, such as leaving a designated altitude
• Some messages, such as a route clearance can be accepted and loaded into the
FMS as the active route field, eliminating the need for flight crew to manually enter
strings of waypoints, enabling the implementation of new ATM procedures that
could not be accommodated on voice, such as User Preferred
Routes (UPRs) and Dynamic Airborne Route Planning (DARP)
Communication Philosophy
• Voice and data link are complementary modes of communication
• Pilots should select the most appropriate mode for each situation
• Data link is designed for routine messages including ATC clearances, position
reports, and flight plans
• In non-routine circumstances, or when safety or complexity are factors, voice
(SATCOM, HF, or VHF) may be the preferred mode of communication
• Flight crew responsibilities are identical using either voice or data link
• The pilot communicating is responsible for all communication related duties
8.3.5.19.1. Preflight Phase
As for any flight, it is the commander’s responsibility to ensure that crew qualifications,
aircraft and operational approval are satisfied for the intended flight.
ICAO flight plan filing The CNS/ATM capabilities of the aircraft will be notified when filing in
the ICAO flight plan. A letter code has been defined for this information. ATS systems use
Item 10 (Equipment) of the standard ICAO flight plan to identify an aircraft’s data link
capabilities. The following items shall be inserted in the ICAO flight plan:

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• Item 10 - The letter “J” to indicate data link capability

• Item 10 - The letter “D” in the surveillance field to indicate ADS-C capability
• Item 18 - The letters DAT/ followed by one or more letters as appropriate to indicate
type of data link
• equipment carried when “J” is entered in Item 10
Example:
ICAO Item 10: ____J____/___D
ICAO Item 18: REG/_____DAT/SV
In this example, the data link is ensured by both Satellite and VHF, and ADS is available.
The following code is used:
Letter following DAT/ Type of data link
S....... Satellite data link
H....... HF data link
V....... VHF data link
M...... SSR mode S data link
If RNP is expected, Item 18 will also mention: NAV/RNP.
The aircraft registration is also to be notified in the Field 18. This will be used for
correlation purposes by the ATC through a comparison of it with the one contained in the
AFN logon (see here-after).
Preflight Checks
Prior to departing for a FANS flight, the crew will check that the required equipment is
operative.
The following items are recommended to be included in those checks:
• GPS availability
• UTC time settings
• RNP capability
• Data link communications availability
If the data link is to be used a short time after the departure, the ATS Facilities Notification
(AFN) function (described here after) will have to be completed prior to take off. As a
general rule, it is worth noting that the AFN logon should be completed 30 to 45 minutes
before entering the CPDLC/ADS air space.
8.3.5.19.2. Connection Management Process
AFN (ATS Facilities Notification) logon
The first step in the Connection Management chain is the logon. The logon is an important
element in the data link system. The logon serves a number of purposes; it provides an
ATS unit with the types of applications supported by the avionics (CPDLC and ADS), the
application version numbers, and the ACARS addresses of those applications. The logon
also provides the flight number and the registration of the aircraft.

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Without a logon, the ground system is unable to provide data link services to an aircraft.
The logon is known as the Airways Facilities Notification (AFN) logon. The AFN is usually
abbreviated to FN. The logon message is known as the AFN Contact message, or the
FN_CON. A logon must be initiated by an aircraft, but there are two ways that this initiation
can occur; manually or automatically.
The manual logon is performed in the following situations:
• The first logon of a departure flight
• When an aircraft is approaching a data link FIR after transiting a non-data link area,
or
• When the pilot is required to initiate or reinitiate the AFN logon following unsuccessful
address forwarding and/or next data authority notification, a connection failure, or
an ATS system shutdown.
The Connection
Following a logon, the ground system sends a system level message to the avionics. This
message is known as the Connection Request message, or the CR1.
Various ground systems react to a logon in different ways. Some systems automatically
send a CR1 to the aircraft, other systems require the controller to send the CR1 manually.
When the CR1 is sent manually, there may be some delay between the pilot seeing SENT
and ACCEPTED on the logon page.
When the CR1 is received by the avionics, a Connection Confirm message (the CC1) is
automatically returned to the ground system. It is on receipt of the CC1 that a connection
is established between the aircraft and the ground system.
Although the connection process for the ADS and CPDLC applications is performed as a
result of the one logon, the processes, the connections, and the applications themselves
differ The NDA message The Next Data Authority Message, or the NDA, plays an
important role in transferring a CPDLC connection from one unit to another. The NDA
notifies the avionics of the address of the next unit that will send a connection request. The
NDA will be sent to the aircraft as a single message prior to the sending of the FN_CAD.
The reason for this timing is that if the next unit sends a CR1 message (Connection
Request) to the avionics after the logon, but before the avionics has received an NDA, the
connection request will be rejected.
The CR1 will also be rejected if the address of the unit sending the CR1 is not the same as
the address contained in the NDA. Once an NDA has been received, the avionics will not
accept a connection request from any other unit.
A FANS-1 aircraft will accept a new NDA message to allow for changes resulting from
alternative route clearances and weather diversions.
The new NDA will replace the previous NDA in the avionics, but it will disconnect a
previously connected ATS unit, even if the new NDA message specifies the same ATS
unit as the previous message.
Address forwarding
The automatic logon results from the ground system sending a specific message to the
avionics. This process is known as Address Forwarding. Address Forwarding is used to
instruct the avionics to forward the aircraft’s application addresses to a particular ATS unit.

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Address Forwarding consists of sending the aircraft an AFN contact advisory message
(FN_CAD), which contains the address of the ATS unit. On receipt of this address, the
avionics will automatically trigger an AFN logon with this unit.
Some systems send the FN_CAD message automatically, but it can also be sent manually
by the controller to cover unusual situations, such as a weather diversion proceeding into
an adjacent FIR. The FN_CAD can only be sent to an aircraft that is already connected to
the ground system, and is sent at a parameter time or distance from the FIR boundary.
On receipt of the FN_CAD, the avionics automatically returns an acknowledgment
message known as the AFN Response or FN_RESP, to the currently connected ATS unit.
Following the sending of the FN_RESP, the avionics automatically downlinks an FN_CON
message to the next ATS unit. On receipt of the FN_CON message, the ground system
will respond automatically with another system level acknowledgment message known as
the FN_ACK. When the FN_ACK is returned to the aircraft after an automatic logon to the
next ATS unit, the current ATS unit is notified that the logon has been successful by the
AFN Complete message,or FN_COMP.
The messages that make up this sequence are exchanged at a system level and are not
seen by the controller or the flight crew. Only one logon is required to establish a
connection with the aircraft for the CPDLC and ADS applications.
Note: The address forwarding process is completely invisible to the flight crew. For AFN logons initiated by
the address forwarding process, the flight crew has no indication that the FN_CON or FN_ACK messages
have been delivered successfully.
The Connection Transfer
The last step in the connection management sequence is to disconnect the aircraft from
the current ATS unit and to activate the connection with the ATS unit that has been
designated as being the Next Data Authority.
Under normal conditions the current ATS unit initiates the CPDLC connection termination
sequence by sending an End Service uplink message. The End Service message, or EOS,
is sent as the aircraft approaches the FIR boundary. On receipt of the End Service
message, the avionics will automatically downlink a Disconnect message to the ground
system. The moment that the Disconnect message is sent, the avionics considers that the
connection has been terminated. There is no consideration whether or not the Disconnect
message ever reached the ground system. The End Service message can be sent
automatically by the system, or manually by the controller.
Note: The success of the CPDLC transfer is dependent upon the next ATS unit having established a CPDLC
connection prior to the End Service message being received by the aircraft. Failure of the next ATS unit to
establish a CPDLC connection before the End Service reaches the aircraft will leave the aircraft without
CPDLC connectivity.
The Logon
System initialization
Both pilots should ensure that correct information is entered into airplane systems prior to
entering FANS required airspace. Of particular importance is the flight number, which must
be in exactly the same form as that entered in the ICAO flight plan. Where available, the
aircraft tail number should also be checked prior to logon. If the tail number is incorrect, it
will not be possible to establish a data link connection with the appropriate ground system.

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For the first, or "initial" logon the four-letter ICAO code of the Air Traffic Service (ATS)
provider with which the flight crew wish to conduct data link communication must be
extracted from the Jeppesen (or other) chart for entry into the "LOGON TO" field. Flight
crews should note that a data link connection will not necessarily be made immediately
after the logon message is sent. In many cases the ground systems of various ATS
providers are automated and the connection will be requested at a predetermined time in
the logon cycle.
The Logon:
• ‘Logging on’ initiates the process to establish Controller Pilot Data Link
Communication (CPDLC) with a particular ATC Center
• Providing that all Flight Information Regions (FIR’s) along the flight planned route
support CPDLC, then the logon procedure should only need to be performed
manually by the crew with the first center
• Subsequent to the first center the transfer of data link connections from one ATC
center to the next is initiated by the ground systems and requires no interaction by
the pilot. This is known as "Transfer of Communications"
• The use of CPDLC requires a backup voice medium. This requirement is satisfied by
the use of SELCAL on HF, or VHF voice when available
• SATCOM voice may be used when no HF contact is available ’Logging on’ to
establish a Data Link connection
When logging on initially, selecting the ATC Mode key on the MCDU will open the ATC
Logon/Status Page Enter the ICAO identifier for the appropriate data link ATC Center on
the ATC Logon/Status page. Once the ICAO designator has been entered the flight
number will be imported from the route page, or it can be manually entered into the Flight
Number field. If entered manually, the flight number must be exactly the same as it
appears in the flight plan, e.g. AZG4382.
All manually typed entries are made on the MCDU, and transferred to the Comm pages by
pressing the key on the MCDU adjacent to the appropriate field
Finding the ICAO FIR identifiers
The four-character ICAO FIR identifier for an ATC Center is listed on the appropriate
enroute chart.
When to Logon
The local AIP or regional data link documentation should be checked for any specific ATC
logon procedures for the location. For example, some airports close to an FIR boundary
may require the logon to occur to different ATC Centers depending on the direction of the
flight and whether the logon occurs prior to or after departure. If no specific instructions
exist for a given CPDLC area, then the logon should generally be performed between 15
and 45 minutes prior to entering the CPDLC airspace.
If the logon is to occur pre-flight, it can usually be initiated up to 30 minutes prior to
departure. However, at some locations the flight plan does not become active in the ATC
system until the flight has departed. When logging on at these particular locations, the
ATC COMM ESTABLISHED message will not be displayed until after departure and the
logon process will halt after the ACCEPTED message is displayed. If this situation is
known to exist, the logon process may be initiated at around 10,000 feet during climb out.

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Starting the Logon process - what the pilot does

Once the required information fields on the ATC LOGON/STATUS page have been filled,
the SEND key is selected:
• On selection of the SEND prompt the message status cycles through "SENDING"
• When the ground system responds to the logon, the ACCEPTED indication is
displayed
No CPDLC connection exists at this point (i.e. there is no active center). A Connection
Request uplink must be sent by the ground system, which then receives an automatic
response from the avionics before data link communication can take place.
Completing the Logon process - Connection Request/Connection Confirm
The response from the ground system to the logon is generally an automatic function in
most modern ATS systems. On receipt of the logon message, the ground system checks
the received information against the filed flight plan to ensure that the data link connection
is made with the correct aircraft. Once this check is completed, the ground system sends
an uplink "Connection Request" message to the aircraft, which is dealt with by the avionics
and not displayed to the crew.
When the avionics automatically sends the downlink "Connection Confirm" response, the
data link connection with the ground system is established and both the active center and
the connection status are displayed on the MCDU. The connection status is indicated by
the scratch pad message "ATC COMM
ESTABLISHED".
Note: At this point, the flight crew should ensure that the flight number and the active center are both correct.
If one or both are incorrect, then the key adjacent to "ATC COMM SELECT OFF" should
be pressed to terminate the connection and the logon process recommenced.
Once ATC COMM is established, the controller and the flight crew can exchange CPDLC
messages. During the transfer process from one ATC Center to another, a maximum of
two CPDLC connections can be established:
• An active connection with the "Active Center", and
• An inactive connection with the "Next Center"
Messages can only be sent to or received from the Active Center.
No response to Logon
If ATC COMM is not established within 10 minutes of logging on, a scratchpad message
will instruct the pilot to retry the logon process.
The flight crew should ensure that the ATC Logon/Status page contains the correct ICAO
facility identifier and RESEND the logon.
If this message is received after logging on pre-flight, it may indicate that the ATC Center
will not accept the logon on the ground and the re-sending attempt should be made after
departure.
Uplinks

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An uplink message can consist of one message element or a combination of up to a

maximum of five message elements. The following message example is a combination of
three separate message elements:
• WHEN READY
• CLIMB TO AND MAINTAIN FL350
• REPORT LEVEL FL350
Uplink Message Received
When a data link message is received from the controller, an "ATC MESSAGE" notification
is displayed on the primary EICAS display, and a chime sounds.The ATC MESSAGE
notification will remain displayed on the EICAS display until the pilots have responded to
all OPEN ATC messages.
VIEWING the Uplink Message
The communicating pilot selects the ATC key on the MCDU to display the new message.
An uplink message can contain a single clearance or a number of clearances,
requirements, constraints, speed changes, route modifications, report requests, traffic
advisories, etc.
Determine Response
In order to maintain similar cross-cockpit awareness during ATC data link communications
as is achieved in a voice environment, both pilots must read the entire uplink silently.
Once the clearance has been read by both crew members the response procedure is
virtually identical to that used for voice, where the pilot communicating initiates a
discussion about the acceptability of the clearance.
Both pilots then concur on what response should be sent (i.e. Accept, Reject, or Standby).
The STANDBY response should only be sent when the subsequent response will take
more than two or three minutes to decide and send. Only the ACCEPT or REJECT
responses will close the uplink message.
Send Response
The PF the leg instructs the communicating pilot as to what action to take in response to
the message (Accept/Reject/Standby). To accept the message select the key adjacent to
the ACCEPT prompt, the VERIFY RESPONSE page will then be displayed.
Responding to an uplink message is a two-step process. The communicating pilot first
selects the agreed response and then sends the response from the VERIFY RESPONSE
page.
After Sending Response
The appropriate pilot updates data in the airplane systems as necessary (e.g. in this case
dials 33000 into the altitude window on the Mode Control Panel). The ACCEPTED status
confirms that the message response was sent to the controller. For an uplink free text
message, ACCEPT is the only response available.
Accepting or Rejecting a Response
Selecting the ACCEPT key will send a positive response message to the controller, either
WILCO, ROGER, or AFFIRMATIVE.

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Positive Response Examples:

• DESCEND TO AND MAINTAIN FL250 --- ACCEPT = WILCO
• EXPECT DESCENT AT 1215z --- ACCEPT = ROGER
• CAN YOU ACCEPT FL350 AT 1500z --- ACCEPT = AFFIRMATIVE
Selecting the REJECT key will send a simple rejection message to the controller, UNABLE
or NEGATIVE.
Rejection response examples:
• DESCEND TO AND MAINTAIN FL250 --- REJECT = UNABLE
• CAN YOU ACCEPT FL350 AT 1500z --- REJECT = NEGATIVE
Rejecting a Message
Selecting the REJECT response will display an additional page that allows the crew to
select additional explanatory information. The REJECT DUE TO page is used to provide
additional information to the controller explaining why the message is being rejected.
Either a pre-formatted reason can be selected, a Free Text message can be created, or a
combination of a pre-formatted response and free text can be entered.
Select the appropriate reason or use free text and then select the VERIFY key, and on the
VERIFY RESPONSE page select the SEND key.
Standby
The STANDBY response should be sent if more than two or three minutes is required to
respond to an uplink message. Only one STANDBY response can be sent to the controller
for each individual uplink. Select
STANDBY. After sending the STANDBY message the ACCEPT and REJECT prompts
remain, but STANDBY is no longer an available option.
The uplink status remains OPEN and the message on the EICAS display remains
displayed after a STANDBY response is sent. The pilot still needs to ACCEPT or REJECT
the uplink to close the message.
Note: A STANDBY answer assumes that a further response will come within the next 10 minutes.
Large Messages
Some messages can be too large to be displayed on a single page. When there is an
indication that there is more than a single page available (e.g. 1/2) the NEXT PAGE and
PREV PAGE prompts on the MCDU are used to access the additional pages.
Note: Caution needs to be exercised when dealing with large messages to ensure that ALL pages of the
message are read, and read in the correct order.
The respond prompts are always displayed on the last page of a message. The entire
message must be read and understood before sending a response. Pilots must ensure
that any conditional clearances are understood and complied with in full. Example of a
conditional clearance:
/ ATN12 00.0 W173 00.0
CLIMB TO AND MAINTAIN FL350
Ensure that the conditional part of the clearance ("AT") is not overlooked.

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Loadable Data
Some uplinks contain data that can be loaded into the FMC. These messages will
automatically display a LOAD prompt when the uplink is viewed. Selecting the LOAD
prompt will load data into the active route.
The data contained in the uplink will create a MOD in the active route. The MOD can then
be executed or erased.
Entire routes can also be loaded into the FMC. The message will show either ROUTE
CLEARANCE or PREDEPARTURE CLEARANCE. These messages will also display a
LOAD prompt when the uplink is viewed.
The information contained in a "Route Clearance" or "Predeparture Clearance" can be
viewed by loading it into the FMC route. Because these uplinks can contain a lot of
information, it is important to review the entire MOD Route before executing it (including
the Origin and Destination).
Downlink Requests
The pilot sends a downlink request message by selecting one or more pre-defined
messages from the ATC Comm pages, filling in appropriate fields with the required data,
and sending the downlink message to the controller.
Types of downlink
1. Pilots can respond to an uplink
2. Pilots can request:
• A new clearance
• The earliest time to expect a new clearance (“When can we expect”)
• Voice contact
3. Pilots can downlink reports
Requesting a new clearance
Pilots can request a change in speed or altitude, an offset to the current route, a ‘Direct To’
a waypoint, or an FMC route. Select the REQUEST prompt from the ATC INDEX page and
then select the appropriate request from the REQUEST page.
Altitude Request
To make an altitude request, either select the key adjacent to the corresponding dashed
line, or type the desired altitude into the scratch pad and select it into the line. Either action
will display the ATC ALT REQUEST page. The desired altitude is displayed under the
ALTITUDE prompt and additional information can be added to the message by selecting
the pre-formatted elements on the right side of the display.
Select VERIFY to display the final message and a SEND prompt.
After the request is sent, the message status will remain as "OPEN" until the controller
responds to the request.
Receiving a Response
The controller will approve a clearance request by up linking a message containing an
actual clearance.

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In waiting for a response to a downlink request message, consideration must be given to

the time required for the message to be received on the ground, the time taken for the
controller to access and read the message, the time required for any review of
circumstances conflicting with the request, and the time taken for the uplink message to
arrive at the airplane.
If the STANDBY response is uplinked, then the controller is unable to immediately respond
to the request, but a response can be expected within ten minutes. The message remains
open. If the controller does not respond within this time, any downlink query should be in
the form of a free text message, not another duplicated request.
Avoid Multiple Clearance Requests
To avoid the possibility of the controller receiving one message that contains some
requests that can be approved and some requests that cannot, pilots should avoid sending
multiple clearance requests in the same downlink message. Make only one request per
downlink.
Additionally, if a response to a clearance request has not been received within a
reasonable time period, do not resend a duplicated clearance request as the controller will
receive duplicated message that both require a response to close. Instead, a “WHEN CAN
WE EXPECT” message should be sent.
Speed Request
Enter the desired speed on the ATC REQUEST page, then select VERIFY and the SEND
prompt.
Route Request
‘Direct to’ clearances, route clearances, heading or ground track clearances,
departure/arrival procedures, and transitions can be requested from the Route Request
page:
• Select RTE 1 to send a request for FMC RTE 1. This will send all information
contained in Route 1, whether it is the active route or not. If the active route has a
modification pending, the MOD Route will be sent
• Elect the SEND prompt to downlink the route request to ATC. If the controller is able
to comply with the request a route clearance will be returned as a response
Offset Request
Use the Offset Request page to request a simple offset or a weather deviation:
• Select VERIFY to request an offset, or
• DUE TO WEATHER to request a weather deviation
Clearance Request
A request for a predeparture or route clearance can be sent by selecting the CLEARANCE
prompt on the ATC INDEX page. The request does not contain any FMC route
information. However, this message is not currently being used in any of the operational
CPDLC regions. DO NOT USE THIS SELECTION.
“When can we expect” request

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The "When Can We Expect" request provides the pilot with the ability to easily ask some
specific operational questions relating to Altitude, Route and Speed. A free text facility is
also available on the VERIFY REQUEST page.
Voice Contact Request
The Voice Contact request allows the flight crew to request contact from the controller on
the appropriate frequency.
Free text
Free Text may be added to any downlink message to further expand or clarify a request.
Free text messages
do not allow the automated capabilities of the system to work as intended and should only
be used when none of the pre-formatted messages covers a particular situation.
Whenever free text is used, standard phraseology should be applied wherever possible.
A single free text message must only be composed in the specific Free Text message
area. Do not select another page that has additional free text capability when only free text
is required, as the controller will receive a message that will not necessarily make any
sense.
Reports
The pilot sends a report in response to a request for the report made by the controller.
Reports can be sent manually or automatically as selected by the pilot.
Types of downlink reports
Downlink reports can be:
• In response to a request sent by the controller
• A position report, or
• An emergency report
Some uplink clearances contain requirements for future requests.
Pending reports
The report page shows all pending reports (including RTE REPORT and FREE TEXT
prompts). The ATC Report page is accessed from either the uplink REPORT prompt, or
from the ATC Index page.
Armable Reports
Some clearances contain requirements for future reports. Some reports can be armed for
automatic transmission at the appropriate time. The uplink must first be ACCEPTED in
order to arm a report. After accepting, select SEND and the status will change to
ACCEPTED, indicating that the response has been sent to ATC, and the ARM prompt will
be displayed.
After the ARM key is selected the report is armed and will be sent automatically when the
event (in this case maintaining FL330) occurs. REPORT REACHING, REPORT PASSING,
and REPORT LEVEL are uplinks that can be armed.
Confirmation Reports

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Some uplinks ask for a report to be made to confirm present conditions (e.g. a heading or
speed). Select REPORT and then select the report from the list on the ATC REPORT
page. The Verify Report page will open and the current speed will be inserted
automatically by the FMC. Select the Report SEND prompt, once the report has been sent
the status will change to SENT.
The present speed will automatically be inserted into the field, but the crew may enter any
value manually.
Some uplink confirmation requests ask for a report to be made to confirm assigned
clearances. Select the report and the assigned altitude will automatically be inserted into
the field, but the crew may enter any value manually. Select SEND on the Verify Report
page.
Position Reports
Many FIRs require a CPDLC position report on logon or at an FIR boundary crossing
regardless of the method of position reporting being used in the airspace (for example
ADS reporting or radar surveillance).
This report is required to confirm the receiving ATC Center as the Current Data Authority.
Once the initial CPDLC report has been sent, the crew should then continue to report via
the normal method required for the airspace (e.g. ADS).
In areas where CPDLC position reporting is in use, crews are expected to ensure that the
"TO" and "NEXT" waypoints are mandatory ATS reporting points. If the flight plan includes
waypoints at which no position report is required, then the crew must identify the next two
reporting points and input them into the appropriate fields of the position reports. A CPDLC
position report shall be downlinked whenever an ATC reporting point is passed over, (or
passed abeam when offset flight is in progress).
Note: Additional non-ATC waypoints may be sequenced by the FMC, however the pilot should not report at
those waypoints.
All waypoints published for an independent flex/DARP route are compulsory reporting
points. However, when the flex/DARP route follows a published ATS route, position reports
are not required at any non-compulsory waypoints defined for that ATS route.
In areas where ADS is used in place of position reporting, crews may be encouraged to
avoid the use of waypoints at which no report is required in their flight plans.
When to send the first position report via CPDLC
Pilots should send the first position report to the next ATC center:
• Following completion of an initial CPDLC connection (when inbound from an area not
providing CPDLC
• services), or
• Following a CPDLC connection transfer, or
• When crossing an FIR boundary
To send a CPDLC position report, select POS REPORT from the ATC INDEX page and
then select ATC SEND.
Emergency report

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The controller will acknowledge an emergency report by the most appropriate means
(CPDLC or by voice contact). The DIVERT TO destination defaults to the current
destination. The DESCEND TO value defaults to the MCP altitude. The pilot also has a
number of selections available to allow the sending of additional information with the
emergency report.
Transferring Across FIR Boundaries
Transfer process
The transfer of the aircraft's ATC data link connections from one CPDLC Center to another
is initiated by the ground system before the aircraft crosses the relevant FIR boundary.
Providing that the data link system is working normally the transfer will occur without pilot
action. The ICAO identifier for the next center appears on the display when the active
center initiates the connection transfer procedure by sending the Next Data Authority
Message (NDA). The procedure will typically begin when the aircraft is approximately 30
minutes prior to crossing the FIR boundary.

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Connection transfer messages

The messages used for transferring the connection are initiated by the ground system and
exchanged with the aircraft's avionics. The first uplink message (NDA) informs the avionics
of the ICAO identifier of the next ATC Center that will make a CPDLC connection with the
aircraft. Once this message is received by the avionics, only that designated ATC Center
will be permitted to send a Connection Request message.
An attempt from any other Center to make a CPDLC connection will be rejected.
Note: This notion of exclusivity is only applied to CPDLC. The Automatic Dependent Surveillance (ADS) link
works on a different principle and the aircraft may have concurrent ADS connections with up to four different
ground systems.
After designating the next "Data Authority", the ground system sends a subsequent
message that instructs the avionics to logon to the designated ATC Center. This logon
process is exactly the same as the initial logon performed manually by the crew, except
that it is performed automatically by the avionics.
At the completion of the logon process the aircraft now has two CPDLC connections - an
"active" connection with the current ATC Center and an "inactive" connection with the ATC
Center that will receive control of the aircraft at the FIR boundary. CPDLC messages can
only be exchanged over an "active" connection.
Approximately five minutes prior to the FIR boundary, the active center will send a CPDLC
uplink message containing instructions for transfer to the relevant voice frequency. This
message will instruct the flight crew to either CONTACT the designated center on the
designated frequency or to MONITOR the designated center on the designated frequency.
The uplink message only has one frequency field. In an HF voice environment the
secondary frequency will either be sent as a free text message or will be available on
request.
After the pilot accepts the uplink message on the second ATC UPLINK page (select Next
Page key on MCDU) the message status changes to ACCEPTED and the response is
displayed on the screen.
Following the crew's response to the CONTACT/MONITOR message, the controller will
send an END SERVICE message to the avionics and the aircraft will then automatically
disconnect from that center, activating the connection with the next center. An ATC COMM
ESTABLISHED message will then be displayed in the scratch pad and the new center will
be active.
FIR boundary crossing
Most connection transfers from one CPDLC-equipped FIR to another will be accomplished
without any pilot interaction being required. During such a transfer, the crew should
monitor the airplane equipment to ensure that the automatic transfer to the next FIR takes
place correctly.
The crew should check to see that the "ACT CTR" field on the LOGON/STATUS page has
the appropriate ICAO identifier displayed once the transfer is complete.
Regional operating procedures define how long flight crews should wait before taking
action if an automatic transfer does not occur. If the specified time is exceeded, the crew
must select the key adjacent to the ATC COMM SELECT OFF prompt on the ATC
Logon/Status page and manually logon to the new FIR.

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In certain circumstances, ATC may retain data link communications with an aircraft as it
transits a small section of another provider's airspace. In such a case, ATC should inform
the crew of the situation prior to boundary crossing.
Contacting the new Active Center
The pilot monitors or contacts the new Active Center on the frequency as specified in the
uplink.
International procedures require that the pilot sends a CPDLC position report to the new
Active Center at the FIR boundary. This report is to notify the controller that normal
CPDLC communications have been established with the airplane and is required whether
or not ADS reporting is operating within the airspace.
Select POS REPORT from the ATC INDEX page then select ATC SEND.
Terminating the connection
The pilot can terminate the CPDLC connection with an active center by selecting the ATC
COMM SELECT OFF key on the ATC LOGON/STATUS page.
Failure to change data authority at a boundary
Occasionally, the current data authority may wish to retain data link communication with an
aircraft beyond the FIR boundary. A free text message will be uplinked by the controller to
inform the pilots of the delay and the expected transfer time.
If an automatic transfer does not occur by the specified time, the pilot should terminate the
connection with the center and then logon manually to the next center.
ATC Data Link Failure
ATC connection Loss
If the data link connection with ATC is terminated for any reason an ATC COMM
TERMINATED message will be displayed in the scratchpad.
Notify the controller of the lost connection using voice communications and then send a
new logon request.
Data Link Connection Failure
If the data link connection is lost as a result of losing the VHF and SATCOM
communication links, a DATALINK
LOST message will be displayed on the primary EICAS display.
Note: At this point, the ATC data link connection is still active. Any downlinks will be sent when the
connection is automatically restored.
If the connection has not been restored after a continuous period of 16 minutes, the
message ATC COMM TERMINATED will be displayed and the link with ATC will be lost.
The FMC data link status will show NO
COMM during this time. Revert to voice communications and notify ATC of the situation.

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Ending CPDLC
Some Centers are now using data link in domestic airspace and will sometimes send
messages even when the aircraft has VHF communications established.
The flight crew should therefore retain the CPDLC connection unless there are specific
published procedures for the airspace or unless instructed by ATC to "Select ATC Comm
Off".
If such an instruction is received, select the key adjacent to ATC COMM SELECT OFF on
the ATC Logon/Status page.
Emergency Operations
CPDLC Mayday
When a CPDLC emergency message is received, the controller will acknowledge receipt
of the emergency with the pilot by the most appropriate medium at the time (eg. Voice or
CPDLC).
If the acknowledgment is via CPDLC, then the controller will send a free text message
using the words ROGER MAYDAY or ROGER PAN. An uplink free text message requires
a response from the pilot to close the CPDLC exchange, however the controller is aware
that, depending on the nature of the emergency, the free text message may or may not be
acknowledged by the pilot. When the emergency is acknowledged by CPDLC, controllers
may also attempt to make voice contact with the aircraft.
If CPDLC is the best (or only) communications medium available between the aircraft and
an ATC Center, the center with the active connection should maintain the connection until
better assistance can be provided by some other means. In such a case, the ground
system should not attempt to transfer the connection to another center to improve the
chances of the CPDLC connection being retained.
Automatic Dependent Surveillance (ADS)
The ADS function defaults to the armed state on powering up the system. Flight crew only
have limited interaction ability with ADS, the function can be manually turned on or off as
can the ADS Emergency Mode.
Automatic Dependent Surveillance emergency mode
The ADS function enables flight crews to indicate an emergency condition to ATC. This
function is operationally equivalent to squawking 7700 when in radar coverage, however,
the only indication presented to controllers is that an emergency situation exists. Unlike an
SSR squawk, there is no capability to differentiate between a Hijacking, a Radio Fail, or a
Mayday. Although the ADS Emergency Mode is activated automatically on sending a
CPDLC message, the function can also be set independently of CPDLC.
If ATC receives an ADS emergency indication without any other CPDLC, SSR code, or
voice confirmation of an emergency situation, they will immediately check for covert
activation by either CPDLC or voice using the routine message CONFIRM SPEED and the
words "CONFIRM ADS".
On receipt of this CPDLC or voice message, the crew should check the status of the ADS
Emergency Mode.

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If the mode has been selected to ON accidentally, then the crew should select the "ADS
Emergency Off" prompt and notify ATC by either voice or CPDLC free text (as
appropriate), of the new status by using the words "ADS RESET".
If the crew has deliberately selected the ADS Emergency Mode to ON, then they should
simply reply to the CONFIRM SPEED uplink and leave the ADS Emergency Mode in the
ON position.
If the aircraft continues with the ADS emergency mode activated ATC will assume that the
aircraft is in emergency conditions and will follow normal alerting procedures.
8.3.5.19.3. CPDLC operation in Maastricht UAC
CPDLC Airspace
In this airspace, Data Link is a supplemental strategic means of communication. Voice
over R/T remains the primary tactical means of communication. If an flight crew has any
doubt regarding the content. Validity or execution of a Data Link message they must go to
voice to clarify the situation with ATC ASAP.
In case of a possible misdirection of Data Link messages, if the flight crew is requested by
ATC over R/T to confirm the reception of a Data Link message:
• The crew shall not only reply with negative in case of NOT LOGGED ON, but clearly
advise that they are CPDLC negative.
CPDLC at Maastricht-UAC is available at all ATC sectors on a 24/7 basis:
• Above FL245 in Amsterdam FIR (EHAA), Brussels UIR (EBUR) and Hannover UIR
(EDVV).
Logon Address
For Maastricht UAC - EDYY
Logon Time
Entering Maastricht UAC airspace 15 to 45 minutes prior to entry. For departing airports
close to Maastricht-
UAC airspace, Log-on may be conducted already on the ground.
Pilots should be aware that CPDLC connection will not normally be attempted until the
aircraft is within 10 minutes of the Maastricht boundary.
Note: The time parameter of 15 to 45 minutes prior to entry is to ensure inter operability with logon in other
CPDLC regions worldwide.
Logon callsign/aircraft ID
Call sign Mode-S Aircraft-ID to use ICAO Flight plan call sign only, e.g. AHY8888.
CAUTION Using IATA flight ID, or inserting an additional leading zero, will result in a failed
log-on and major disruption of ATC services.
Uplinks
Uplinks requiring voice readback (profile changing messages)
Maastricht operates CPDLC in an environment whereby all flight profile changing uplinks
will still require Voice Read back prior to execution.

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When an flight crew receives an uplink concerning the flight profile of the flight [a heading,
turn, route, DCT to, climb or descent, speed instruction], voice read back of the uplink
clearance received is required, prior to execution of the clearance.
Flight crews must:
• First give voice read back to ATC and send a WILCO response [*]
• Only then comply with and execute the clearance
Example of voice read back: “AZG4382, confirming CPDLC climb FL370”
For FANS aircraft only [*]
• A TURN or HEADING uplink will generate the possibility to downlink a
ROGER/ACCEPT response not a WILCO. A ROGER/ACCEPT response, given in
these circumstances, also implies the intention of the flight crew to comply with the
instruction [as per WILCO]
• No UNABLE is presented to the flight crew for TURN or HEADING uplinks. If a crew
is unable to comply with the HEADING or TURN instruction they should inform the
controller by voice when the clearance is received, or reply with a REJECT
message
Uplinks not requiring voice readback
When an flight crew receives an uplink clearance containing a transfer, squawk or squawk
ident instruction, voice read back is not required. The flight crew shall:
• Firstly send a WILCO response, then comply with / execute the instruction
If a flight crew receives a CONTACT message they should remember to:
• Close the dialogue with a data link response prior to actually calling on the R/T of the
next sector frequency.
Note: It is important that the WILCO is sent (and received) prior to the actual frequency change, as a
delayed reception on WILCO to the frequency transfer might jeopardize CPDLC in the next ATC sector.
If a flight crew receives a ‘Check Stuck Microphone’ uplink and are on the frequency
mentioned in the uplink, they should check their R/T equipment for an eventually stuck
push to talk button. If FANS equipped they should also respond with a ROGER to the
instruction.
Errors
If an flight crew receives an 'ERROR' response to a downlink that they have sent, they
should not re-send it by CPDLC as it may only generate another ERROR. In case of any
doubt or error crews shall revert to voice to clarify the situation. Crews should refrain from
further technical inquiries on the frequency with regard to possible reasons for provider
aborts as controllers do normally not have any further information available.
Downlinks
Flight crews may send the following downlink messages:
REQUEST [level], REQUEST CLIMB TO [level], REQUEST DESCENT TO [level],
REQUEST DIRECT TO [point].
Note: CPDLC is only allowed when flights are under the control of Maastricht UAC, so pilots should only
send these messages when talking to Maastricht-UAC.

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Downlink Responses
The appropriate downlink responses to uplinks received from Maastricht-UAC are:
• WILCO / ACCEPT (ROGER), STANDBY, UNABLE / REJECT.
For FANS aircraft, a ROGER response to an up linked HEADING or TURN instruction is
appropriate as well as to a check stuck microphone instruction.
CPDLC Phraseology
Following Phraseology shall be used in case of CPDLC problems and revertion to voice.
Operational Circumstances Phraseology
When voice communications are used to correct a CPDLC message
“C/S DISREGARD CPDLC (message type)
MESSAGE, BREAK followed by the correct
clearance, instruction information or request”
CPDLC failure “C/S or ALL STATIONS CPDLC FAILURE at
Maastricht Radar.” followed by the appropriate
clearance, instruction information or request”
Discontinuation of the use of CPDLC
REQUESTS [UNTIL ADVISED] {reason}
“ALL STATIONS STOP SENDING CPDLC”
Resumption of the normal use of CPDLC “ALL STATIONS RESUME NORMAL CPDLC
8.3.5.19.4. Future Air Navigation System (FANS)
AZAL aircraft capability: B787-8 and A340-500/600 are FANS capable.
8.3.5.20. Automatic Dependent Surveillance-Broadcast (ADS-B)
Overview
Currently, air traffic services within non-radar airspace (NRA) (airspaces without radar
surveillance) are based upon procedural methods. Because the controller’s knowledge of
the position of the aircraft is not as accurate as that provided in radar controlled airspace,
the separation standards and traffic information parameters are typically much larger.
Furthermore, the provision of alerting information is limited to that which can be supplied
by voice transmissions, and there are no traffic advisory services available.
The increasing number of aircraft equipping with ADS-B enables the Air Traffic Control
Services (ATC) to enhance services in non-radar areas (NRA) in a way similar to the
introduction of secondary surveillance radar (SSR) In particular, the Air Traffic Control
Service will be enhanced by providing controllers with surveillance of aircraft positions that
will result in the use of separation standards similar to that of radar:
• ADS-B is a means by which aircraft, airport vehicles and other objects can
automatically transmit and/ or receive data such as identification, position and
additional data as appropriate in a broadcast mode via a data-link

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• ADS-B is automatic because no external stimulus is required; it is dependent

because it relies on onboard position sources and on-board broadcast transmission
systems to provide surveillance information to other users
Objective of the ADS-B (in NRA Airspace)
The implementation of ADS-B in NRA and the application of associated procedures will
improve flight efficiency by providing enhanced Air Traffic Services in areas where radar
surveillance currently does not exist, also it will include areas where existing radar is to be
de-commissioned and the replacement costs are not justified. The application of ADS-B is
designed to enhance the following ICAO Air Traffic Services.
Air Traffic Control Service and Flight Information Service principally for:
• Air traffic control separation services
• Transfer of responsibility for control
• Air traffic control clearances
• Flight information services
• Alerting services, principally for:
• Notification of rescue co-ordination centres
• Plotting of aircraft in a state of emergency
The Air Traffic Control Service will be enhanced by providing controllers with aircraft
positions based on ADS-B surveillance data and hence the possibility of applying
separation minima much smaller than those presently used with non-surveillance based
procedures.
Depending upon ADS-B surveillance data quality in the particular environment, the
implementation of ADS-B in NRA will augment existing air-traffic services by providing 5
NM and down to 3 NM ATC separation services in areas where it does not exist today, or
in areas where procedural separation is applied today.
The Alerting Service will be enhanced by more accurate information on the latest position
of aircraft. It is noted that Air Traffic Services also include the provision of Air Traffic
Advisory Services in advisory airspace (including traffic avoidance advice).
8.3.5.20.1. Automatic Dependent Surveillance Contract (ADS-C)
Automatic dependent surveillance - contract (ADS-C): means by which the terms of an
ADS-C agreement will be exchanged between the ground system and the aircraft, via a
data link, specifying under what conditions ADS-C reports would be initiated, and what
data would be contained in the reports.
Description
Although the names are similar, ADS-C and ADS-B are two different applications.
Automatic dependent surveillance - broadcast (ADS-B), like primary surveillance radar
(PSR) and secondary surveillance radar (SSR) is an ATS surveillance system which
allows ATC to automatically and repeatedly access data from all suitably equipped aircraft
and both use and re-broadcast it to suitably equipped other aircraft within range.
Automatic dependent surveillance - contract (ADS-C) uses the same systems on board the
aircraft to automatically transmit similar information - aircraft position, altitude, speed,

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elements of navigational intent and meteorological data - only to one or more specific Air
Traffic Services Unit (ATSU) or AOC [1]facilities for surveillance and/or route conformance
monitoring.
Data provision by an aircraft is generated in response to a request within the terms of the
ADS contract held by the ground system. This contract identifies the types of information
and the conditions under which reports are to be sent by the aircraft. Some types of
information are included in every report, while other types are provided only if specified in
an ADS contract request. The aircraft can also send unsolicited ADS-C emergency reports
to any ATSU that has an ADS contract with the aircraft.
An ATSU system may request multiple simultaneous ADS contracts with a single aircraft,
including one periodic and one event contract, which may be supplemented by any
number of demand contracts. Up to five separate ground systems may request ADS
contracts with a single aircraft.
ADS Contract Types
After receiving a logon request, the ATSU will need to establish ADS contract(s) with the
aircraft before it can receive any ADS-C reports. There are three types of ADS contracts:
a) Periodic contract;
b) Demand contract; and
c) Event contract.
The ground system can establish ADS contracts without flight crew action provided that
ADS-C in the aircraft system is not selected off. The flight crew has the ability to cancel all
contracts by selecting ADS-C off and some aircraft systems allow the flight crew to cancel
an ADS contract with a specific ATSU.
Periodic Contract
A periodic contract allows an ATSU to specify:
a) The time interval at which the aircraft system sends an ADS-C report; and
b) The optional ADS-C groups that are to be included in the periodic report. Each
optional group may have a unique modulus which defines how often the optional group
is included with the periodic report (e.g. a modulus of five indicates that the optional
group would be included with every fifth periodic report sent).
Demand Contract
A demand contract allows an ATSU to request a single ADS-C periodic report. A demand
contract does not cancel or modify any other ADS contracts that may be in effect with the
aircraft.
The ADS-C application also supports emergency alerting. An ADS-C emergency report is
a periodic report that is tagged as an “emergency” report, allowing the emergency situation
to be highlighted to ATC.
An ADS-C emergency can be triggered by the flight crew in a number of ways:
a) Manually, by selecting the ADS-C emergency function;
b) Indirectly, by triggering another type of emergency alerting system (e.g. transmission
of a CPDLC position report or selection of an SSR emergency code); and

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c) Covertly (The availability of that functionality may vary between aircraft types).
Once an ADS-C emergency has been triggered, under normal circumstances the avionics
will continue to transmit ADS-C emergency periodic reports until the flight crew de-selects
the ADS-C emergency function.
Event Contract
An event contract allows an ATSU to request an ADS-C report whenever a specific event
occurs. An ATSU can establish only one event contract with an aircraft at any one time.
However, the event contract can contain multiple event types. These types of optional
events include:
a) Waypoint change event (WCE);
b) Level range deviation event (LRDE);
c) Lateral deviation event (LDE); and
d) Vertical rate change event (VRE).
An event contract remains in effect until the ATSU cancels it or until the event(s) used to
trigger the report occurs. The waypoint change event contract will trigger a report for all
waypoint changes. All other event contracts will trigger a report on the first occurrence and
then, if necessary, the ATSU will need to request a new event contract indicating all
desired event types.
ADS-C Reports
The aircraft system sends specific aircraft data in different groups of an ADS-C report.
Each group contains different types of data. An ADS-C event report contains only some of
the groups, which are fixed. The ADS-C periodic report can contain any of the ADS-C
groups, which the ATSU specifies in the contract request. The ADS-C report groups
consist ot:
- Basic group
- Flight identification group
- Earth reference group
- Air reference group
- Airframe identification group
- Meteorological group
- Predicted route group
- Fixed projected intent group
- Intermediate projected intent group
- The ATSU may use an ADS-C report for a variety of purposes. These include:
- Establishing and monitoring of traditional time-based separation minima;
- Establishing and monitoring of distance-based separation standards;
- Flagging waypoints as ‘overflown’;
- Updating estimates for downstream waypoints;
- Route and level conformance monitoring;

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- Updating the display of the ADS-C position symbol, and the associated extrapolation;
- Generating (and clearing) alerts;
- Generating (and clearing) ADS-C emergencies;
- Updating meteorological information; and
- Updating other information in the flight plan held by the ATSU.
ADS Contract - Waypoint Change Event
A waypoint event report will be sent at any waypoint contained in the aircraft active flight
plan, which may include compulsory and non-compulsory reporting points. These
waypoints are reflected in the predicted route group.
ADS contract - vertical range change and lateral deviation events
When the level range deviation event and lateral deviation event contracts are established,
the controller will only be alerted to vertical or lateral variations that exceed the associated
tolerances.
Note: If a regular periodic report is sent as the aircraft is deviating from cleared level or route (but still within
the level or lateral tolerances) the controller will still be alerted to the variation despite no event report having
been sent.
Separation
General – ADS-C
The ATSU may use ADS-C for the application of procedural separation within a mixed
environment, such as airspace where position reports are provided by a mixture of aircraft
reporting by ADS-C and aircraft reporting by other means. For example, the ATSU may
use a combination of ADS-C, voice reports, radar or ADS-B information to determine
separation between two or more aircraft.
When ADS-C is used for route conformance monitoring to support the separation, the
ATSU should establish appropriate ADS contracts that specify the periodic reporting
interval and tolerances on events in accordance with separation standards.
Note: This will ensure that estimates being used for route conformance monitoring are acceptable for the
separation and the controller receives an indication when the aircraft is not in conformance with its current
flight plan.
The controller should advise the flight crew when the controller observes that the aircraft
has deviated significantly from its cleared flight profile. The controller should take action as
appropriate if the deviation is likely to affect the air traffic service being provided.
Vertical Separation - ADS-C
Where practical, the tolerances used to determine whether a specific level is occupied by
an ADS-C reporting aircraft within the airspace of a specific ATSU should be consistent
with other tolerances used throughout the airspace. For example, the vertical tolerances
for ADS-C should be consistent with vertical tolerances used for level adherence
monitoring by other forms of surveillance, such as radar.

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Lateral Separation - ADS-C

An ATSU can use ADS-C report information to automatically detect when an aircraft is
beyond an area of lateral conflict and provide an indication when this occurs to the
controller.
Emergency Procedures
The flight crew will use whatever means are appropriate (i.e. CPDLC and/or voice) to
communicate during an emergency. When emergency situations are communicated via
CPDLC, the controller may respond via CPDLC. However, the controller may also attempt
to make voice contact with the aircraft. The controller should follow normal emergency
response procedures, as appropriate, depending on the nature of the emergency.
8.3.5.20.2. Performance Based Communication and Surveil-lance (PBCS)
Performance Based Communication (PBC) and Performance Based Surveillance (PBS)
refer to communication and surveillance based on performance specifications applied to
the provision of air traffic services.
The standards and procedures for an air traffic management (ATM) operation that are
predicated on communication and surveillance capabilities, such as the application of
reduced separation minima, must refer to the appropriate Required Communication
Performance (RCP) and Required Surveillance Performance (RSP) specification.
The RCP and RSP specifications are a set of requirements for air traffic service provision
and associated ground equipment, aircraft capability and operations needed to support
performance based communication and surveillance.
Performance based operations and monitoring have been implemented in the North
Atlantic (NAT) High Level Airspace (HLA) to ensure the ongoing safety and efficiency of
ATM operations. The performance of FANS 1/A (and equivalent), Controller Pilot Data Link
communications (CPDLC) and Automatic De-pendent Surveillance – Contract (ADS-C) are
monitored in the NAT HLA against the RCP 240 and RSP 180 specifications.
Note: From 29 March 2018 flights will be required to indicate compliance with the RCP 240 and RSP 180
specifications in order to qualify for reduced lateral and/or longitudinal separation minima.
Note: Initially, this will apply to the OTS from FL 350 to FL 390, but will be extended to the whole of the NAT
HLA in due course. In the future, it is expected that RCP and RSP compliance will also be required in other
airspaces.
The provision of PBCS in the NAT HLA applies RCP 240 and RSP 180 specifications. This
permits ATC to apply 30 NM, 50 NM or five minutes longitudinal separation minima; and to
apply 23 NM lateral separation minimum.
An RCP Specification includes communication performance requirements that are
allocated to system components in terms of the communication to be provided and the
associated transaction time, continuity, availability, integrity and safety and functionality
needed for the proposed operation in the context of a particular airspace concept. The
following table shows the RCP 240 specification:

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RCP Specification RCP Transaction RCP Continuity RCP Availability RCP integrity
Time (seconds) (probability) (probability) (acceptable rate /
FH)
RCP 240 240 0.999 0.999 10-5
0.9999
(efficiency)
An RSP Specification includes surveillance performance requirements that are allocated
to system components in terms of the surveillance to be provided and the associated data
delivery time, continuity, availability, integrity, accuracy of the surveillance data and safety
and functionality needed for the pro-posed operation in the context of a particular airspace
concept. The following table shows the RSP 180 specification:
RSP RSP Delivery RSP Continuity RSP Availability RSP integrity
Specification
Time (seconds) (probability) (probability) (acceptable rate /
FH)
RSP 180 180 0.999 0.999 FOM=Navigation
Specification Time
0.9999
at Position
(efficiency)
Accuracy +/-1 Sec
10-5 (malfunction)
The Air Traffic Services (ATS) system, the Communications Service Provider (CSP), the
Satellite Service Provider (SSP), the operator and the aircraft system must all comply with
an RCP / RSP specification. The PBCS requirements for the design of the aircraft system
have an impact on its functionality, interoperability and performance in accordance with
national airworthiness standards. There are no additional PBCS requirements concerning
the production and airworthiness certificates other than those required by national
regulations.
Minimum Requirements
AZAL operating B787-8 and A340-500/600 satisfy the requirements of RCP 240 and RSP
180 for the reduced separation minima in the NAT HLA. NAT HLA approval remains a
requirement. AZAL indicates compliance with RCP 240 and RSP 180 provided that the
aircrafts are:
a) Required Navigation Performance (RNP-4) capable;
b) Automatic Dependent Surveillance – Contract (ADS-C) equipped; and
c) Controller Pilot Data Link Communications (CPDLC) equipped.
ATC Flight Plan
In item 10 of the flight plan, “P2” shall be inserted to identify an aircraft’s RCP 240
capability and in item 18 “ SUR/RSP 180” to identify RSP 180 capability.
RCP/RSP capabilities are inserted only when the descriptors J2 through J7 for CPDLC,
M1 through M3 for Satellite Voice (SATVOICE), and/or D1 for ADS-C are also inserted.
8.3.5.20.3. Operating Principles
The following should be adhered to:
• There are no fundamental changes in the roles and responsibilities of the flight crew
or controllers. The controller remains responsible for the management of the

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airspace, maintaining separation and providing information to flight crews, whilst the
flight crews are responsible for navigation, for acting upon ATC instructions and
providing information to ATC
• Procedural separation minima will be applied between ADS-B and non-ADS-B
equipped aircraft, as well as between non-ADSB and non-ADS-B equipped aircraft
• When flying in an airspace providing ADS-B only surveillance, flight crews should be
aware if specific local procedures are in force
• Airspace class dimensions and associated local rules (if any) are available in AIP,
AIC and NOTAM
Communication
Within the area where ADS-B only surveillance is implemented:
• Two way radio (R/T) shall be the primary means of communication between aircraft
and ATC
• The flight crew will contact ATC when entering the NRA airspace in accordance with
existing radio procedures.
Specific phraseology is described below
8.3.5.20.4. Data Broadcast by ADS-B
The aircraft will automatically broadcast (down link) a data set that includes the data items
listed below as a minimum:
• Aircraft Horizontal Position Information
• Aircraft Barometric Altitude
• Aircraft Position Quality Indicators
• Aircraft Identification
• Emergency/urgency Indicators
• IDENT = Special Position Indicator (SPI)
Description of the Data Broadcast
Aircraft horizontal position information
The broadcast information consists of lat/long data derived from GNSS data. Its quality
may vary between aircraft or vary with time for the same aircraft.(see below).
Note : also that the ADS-B transmissions are expected to be much less error prone than the SSR Mode A/C
transmissions which may be corrupted in ‘garble’ situations.
Aircraft barometric altitude
The ADS-B down link report will provide the barometric altitude calibrated to standard
atmosphere (1013.2):
identical to that transmitted by the transponder. In regard to altitude information, ADS-B
merely introduces a new transfer medium and not a new source of data.
Aircraft position quality indicators

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These technical parameters represent the quality of the aircraft position; they are
permanently computed on board and are automatically broadcast to the ground system.
They are usually not available for flight crew review and they enable the controllers to be
warned of any degradation of the quality of the reported position of the aircraft.
24 bit Aircraft Address
The aircraft provides the 24 bit aircraft address within each ADS-B message. (On ground,
this message is mainly used by ground automated systems to associate the successive
broadcast messages) the aircraft address is defined as “a unique combination of 24 bits
available for assignment to an aircraft for the purpose of air-ground communications,
navigation and surveillance”.
Aircraft Identification
The aircraft shall provide an ADS-B message containing the aircraft identification which
will consist of the ICAO designator for the aircraft operating agency followed by the flight
identification (e.g. AHY8888) when in radiotelephony the call sign to be used by the aircraft
will consist of the ICAO telephony designator for the operating agency followed by the
flight identification (e.g. AHY8888).
The aircraft identification will be displayed on the controller’s screen.
Note: In some States, the Mode A code must be broadcast in the Surveillance report for compatibility with
existing flight data processing systems, but this requirement is not related to flights in NRA airspace.
Emergency Indication
When an emergency code is selected by the flight crew, it triggers a corresponding
emergency mode which is broadcast by the ADS-B transmitter
Note: In NRA airspaces, there is no SSR surveillance, consequently the ground system is not able to receive
the data transmitted by the transponder, however, it will receive the emergency mode as it will be broadcast
by the ADS-B system.
Note: The emergency code selected by the flight crew only triggers the transmission of a single digit
emergency indicator, notifying the ATC controller that the aircraft is in emergency, but without specifying
which type of encountered emergency.
IDENT = Special Position Indicator (SPI)
This element is similar to the transponder signal.
8.3.5.20.5. Preflight Procedures
ADS-B flight Planning Requirements
Flight notification
Until such time as amendments are made to the ICAO flight plan to incorporate ADS-B
designators, a remark shall be entered in section 18 of the fight plan to indicate that the
flight is capable of transmitting ADSB messages via the Mode S Extended Squitter data
link. The format of the remark should be: RMK/ADSB
Aircraft address (24 bit code)
Where required, the aircraft address (in hexadecimal format) may be recorded in section
18 of the ICAO flight plan as per the following example: CODE/7C432B
It should be noted that use of hexadecimal code may be prone to human error and is less
flexible in regard to airframe changes for a notified flight.

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When filing a flight plan, the flight crew and Dispatch staff should be aware of the location
of the “ADS-B only airspace” where non-equipped traffic is segregated for others and
avoid selecting routes not in accordance with aircraft equipment.
8.3.5.20.6. Flight Crew Procedures during Normal Operations
Before Departure
The flight crew should verify the consistency between its ADS-B related avionics
capabilities and the data inserted in the flight plan:
• The aircraft identification as inserted into the FMS shall be consistent with the one
inserted in the flight plan, as it is the one that will be transmitted by the ADS-B
system
• The flight crew should be aware if the flight is planned to penetrate ADS-B only
surveillance airspaces, and of which type, mixed or segregated. In the latter case,
the flight crew should verify that their flight does remain within the airspace
corresponding to the aircraft’s avionics capabilities
Initial contact with ATC when entering NRA airspace
When entering ADS-B-NRA airspace, the flight crew will contact ATC to establish voice
communication.
This will be done in accordance with existing radio procedures (e.g. after receiving radio
frequency transfer instruction from a previous ATC centre and/or to obtain a clearance to
enter the airspace). Controller’s response may request or provide him with identification
data, as in radar environment.
Transponder Operation
Procedures associated with operations in ADS-B only airspaces are identical to those
where SSR surveillance applies. This relates to the possibility for the pilot to access the
following functions:
• Selection of SPI/IDENT. This IDENT function is common for both ADS-B and
transponder transmission
• Selection of transponder ON/OFF
Altitude Verification
In most aircraft, the barometric altitude provided by ADS-B cannot be verified by the flight
crew. Air/ground procedures associated with altimeter setting verification are identical to
those occurring in radar environment.
(See specific phraseology below).
The flight crew may have the capability to de-select the altitude information sent to the
ground. In those avionics where the ADS-B switching is associated to the one of the
transponder, this can be achieved by selecting the “ALT RPTG OFF” instead of the normal
mode.

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8.3.5.20.7. Procedures during Abnormal Circumstances

Airborne emergency situation not linked to ADS-B airborne equipment
In the event of an aircraft reporting or appearing from the ADS-B surveillance information
to be in an emergency situation, then the same ATC related emergency procedures as for
radar control will apply. ADS-B incorporates a single emergency bit for the squawk codes
7500, 7600 and 7700. Thus, when activated, communication with ATC is required to
positively report the nature of the emergency.
Failure of ADS-B Aircraft Equipment
Total failure of ADS-B aircraft equipment
Similar procedures as described for the failure of an aircraft transponder are required for
the failure of the aircraft ADS-B transmitter in airspace where such equipage is mandatory.
Failure/Degradation of Aircraft Position Reporting
The controller will be informed by the avionics system (Aircraft Position Quality Indicator)
or through his own situation display. He will inform the flight crew and will apply procedural
separation minima to this particular aircraft.
Failure/degradation of aircraft altitude reporting
The controller will be informed by the ground system or by his own analysis of his situation
display. He will inform the flight crew and will apply appropriate separation and procedures
similar to those associated to transponder altitude reporting failures.
Phraseology
Phraseology for aircraft in ADS-B surveillance is very similar to that used in radar
surveillance services. The phraseology described below.
There is no specific requirement for provision of CPDLC as a means of communication in
ADS-B NRA airspace but where it is available it is assumed that all of the applications,
features and procedures are implemented.

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8.3.6. Altimeter Setting Procedures

8.3.6.1. Altimeter Check Before Flight
Before leaving the ramp the pressure scales of all altimeters shall be set to the actual QNH
of the aerodrome.
The altimeter indications thus obtained shall be checked against the aerodrome elevation
or the height at the apron, if different elevations exist.
When the altimeter does not indicate the reference elevation exactly, but is within the
tolerance specified in the table below, no adjustment shall be made at any stage of the
flight.
An altimeter indication, which is not within the specified tolerance as listed below, may not
be used for flight operations. Prior to an entry in the Tech Log the QNH value must be
verified:
Aerodrome PA ft +/- Tolerance (ft)
0 75
1000 75
2000 80
3000 90
4000 100
5000 110
6000 120
7000 130
8000 140
9000 150
10000 160
8.3.6.2. Altimeter Check During Flight
After each new setting of altimeters during flight the readings of the main altimeters shall
be compared. If a difference is noticed every effort should be taken to identify the faulty
system, e.g. re-confirm the hPa – settings and compare the readings with the standby
altimeter, and adjust the faulty altimeter to the reading, which seems to be correct.
8.3.6.3. Altimeter Setting when Passing Transition Layer
During flight, when below the transition layer, an aircraft is flown at altitudes determined
from an QNH received from a station nearby.
During flight, when above the transition layer, an aircraft is flown along the surfaces of
constant atmospheric pressure (Flight Level) based on an altimeter setting of 1013.2 hPa
or 29.92 in.
Both altimeters must have the same setting after passing the transition layer in either
direction.
ICAO PANS-OPS1 requires that the altimeter pressure setting should be changed to the
new reference when crossing the transition altitude/transition level.
Where QFE altimeter setting is used below the transition level the following procedures
shall be applied:

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During descent/approach when flying below the transition level, and during departure
when flying below the transition altitude, the vertical position of the aeroplane shall be
expressed in meters QFE (height);
Both altimeters calibrated in feet shall be set to QNH (altitude) and shall be used for
vertical navigation:
The metric altimeter - if installed - shall be to QFE (height) and shall be used for monitoring
and reporting purposes.
Note : The JEPPESEN (SID, STAR and APPROACH) Charts for the aerodromes concerned indicate all
vertical distances as altitudes (QNH) in feet. Each IAL Chart contains a table for the conversion of meters
(QFE) into feet (QNH), and vice versa.
8.3.6.4. Conversion tables are also available in Jeppesen Airway
Manual (Ch. General/Tables and codes)Setting of Radio
Altimeters
During cruise the radio altimeter shall be set to 0 ft.
During CAT I and non-precision approaches the radio altimeter may be set to DH/MDH.
Warning: It must be kept in mind that, depending on the course of the surface, during a
non precision approach the radio altimeter indication might not be identical with the MDH.
This might be the same during a precision approach when the DH is more than 200 ft.
During CAT II/III approaches the radio altimeter shall be set to the respective DH taken
from the approach chart.
8.3.7. Altitude Alerting System Procedures
8.3.7.1. Automatic Call Outs
Whenever an altitude or flight level change is requested by the appropriate ATS unit, or
the Captain elects to vary his cruising altitude/flight level and advises the ATS unit
accordingly, the altitude pre-select system is to be reset to the new altitude/level.
During auto-flight this will be done by the PF, otherwise by the PNF, and the new setting
has to be cross-checked by the pilot who did not pre-select the new altitude/flight level.
Warning: Care must be exercised when re-setting altitude alerting devices which form part
of the aircraft’s Automatic Flight Control System (AFCS) in order to prevent any unplanned
excursion from the desired flight path.
8.3.7.2. Manual Call Outs
In addition to the automatic call outs the PNF makes a "1000 to go" standard callout prior
reaching the prescribed altitude/flight level.
On final approach following call outs have to be made and both pilots must compare the
respective altitudes
Call out
Situation
PF PNF
Passing NDB (VOR, Marker etc) Passing.....
inbound at correct altitude Altitude.....
or or
check
deviation from correct altitude by more ....... ft
than +/- 100 ft Low/High
or

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passing 1500 ft above airport elevation if fifteen

no altitude is specified hundred
500ft (barometric) above Touchdown five hundred
check
Zone Elevation ***
100 ft above Minimum approaching
(CAT I + Non Precision = barometric) minimum ***
At minimum: Minimum ***
RWY/approach lights in sight RWY/app.
lights straight
If required visual reference is ahead or 11
established by PF o'clock
or
Continue
RWY/app. lights not insight, required no contact
visual reference not established:
PF decides and calls:
Go around
During missed approach:
altimeters show increasing
altitudes/heights positive climb
*** The 500 ft and the following calls may be omitted if runway and approach light system
is clear in side, and the PF confirms with "contact“ that he is able to continue in VMC to
touch down.
Note: All call outs after passing the Outer Marker may be omitted where the aircraft is equipped with an
automatic call out system but all altitudes must be re-checked and confirmed by both pilots.
Call out procedures specific to type related CAT II/III procedures are detailed in LVO.
8.3.8. Ground Proximity Warning System (GPWS)
General
Depending upon their type, maximum total weight authorized and/or maximum passenger
capacity, company aircraft may or may not be equipped with a GPWS. Whenever such a
system is fitted, however, it is to be energized and used throughout the flight, unless it has
become unserviceable and the MEL for the particular aircraft type permits it to remain so
for a specified period. The following information are intended as a guide to the purposes
and use of the GPWS, specific technical details of particular equipment are included in
OM, Part B for the aircraft type.
GPWS is intended to provide warning of unintentional closure with the ground, as a result
of which, the flight crew can take remedial action. It is not infallible, but an immediate and
positive response must be made to all its alerts and warnings. Investigation of the reason
for the alert/warning must take second place. Alerts and warnings are defined as follows:
Alert – a caution generated by the GPWS equipment.
Warning – a command generated by the GPWS equipment which may be:
 Genuine, i.e. in accordance with its technical specification;
 Nuisance, i.e. although the equipment is operating as intended, the pilot is following
an authorized, safe procedure;
 False, i.e. the equipment is not operating as designed and the warning is spurious.
Irrespective of their nature, all alerts and warnings are to be reported to the company so
that the circumstances may be investigated and the reliability of the equipment may be
checked.

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Flight crews must beware of becoming slow to react to GPWS alert/warnings purely on the
basis of previous suspect performance.
8.3.8.1. GPWS
As indicated in the table below, basic GPWS equipment gives warnings, rather than alerts,
in all modes except Mode 5, descent below glide slope. In this mode activation will cause
the aural warning ‘Glide slope’ to be repeated and the flight crew must take immediate
action to regain the glide slope as quickly as possible until the alert ceases. Whenever a
warning is received, the immediate response must normally be to level the wings and
initiate a maximum gradient climb to the minimum safe altitude (MSA) for the sector being
flown, except as stated in Chapter 8.3.8.5.
8.3.8.2. Enhanced GPWS
The enhanced GPWS equipment indicates the mode of operation and provides alerts as
well as warnings as indicated in the table below. The immediate action on receiving an
alert will vary according to the stage of flight and aircraft configuration, but should involve
correcting the condition for which the alert was valid. No attempt should be made to
recover the original flight path until the cause of the alert has been positively established
and eliminated. Whenever a warning is received, however, the immediate response must
be to level the wings and initiate a maximum gradient of climb until reaching MSA for the
sector being flown, except as stated in Chapter 8.3.8.5.
8.3.8.3. Alert and Warning Modes
Basic Equipment
GPWS Modes Advanced Equipment
Equipment
Alert Warning Alert Warning
1. Excessive Whoop Whoop Whoop Whoop Pull
- Sink Rate
descent rate Pull Up Up
2. Excessive Whoop Whoop Terrain Whoop Whoop Pull
-
terrain closer rate Pull Up Terrain Up
3. Altitude loss
Whoop Whoop Whoop Whoop Pull
after takeoff or go- - Don't sink
Pull Up Up
around
4. Unsafe terrain
4A. Proximity to
clearance while Whoop Whoop Too Low Whoop Whoop Pull
terrain: Gear not -
not in the landing Pull Up Gear Up
locked down
configuration
4B. Proximity to
terrain: Flaps not Whoop Whoop Too Low Too low Terrain
-
in a landing Pull Up Flaps (see note below)
position
5. Descent below Glide -
Glide Slope
Glide slope Slope
6. Descent below -
- Minimum
minima
Note: Although some manufacturers of GPWS equipment may show in their literature ‘Too Low Terrain’ to
be an alert, the view of the Authority is that the response to this should be as for a warning.

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8.3.8.4. Warning/Alert – Response of the Crew

As a response to a GPWS alert, if the situation is immediately clear to the crew, it may be
enough to correct the configuration/situation immediately and forceful until the alert
ceases.
The response to a warning must be:
 to level the wings,
 to add power and initiate a maximum gradient of climb until reaching MSA.
Finding out the reason for the warning must be the second step.
The response to a warning may be limited to that appropriate to an alert but only if: The
aircraft is being operated by day in conditions which enable it to remain 1 nm horizontally
and 1000 feet vertically from cloud, and in a flight visibility of at least 5 nm; and it is
immediately obvious to the Captain that the aircraft is in no danger in respect of its
configuration, proximity to terrain or current flight manoeuvre.
8.3.8.5. Limitations
Existing GPWS equipment does not have a forward-looking facility so that little or no
warning may be given if the aircraft is approaching sharply rising terrain. Alerts and
warnings in Modes 1 and 2 are only given when the aircraft is less than 2,500 feet above
the local terrain. If no corrective action is taken, a maximum of some 20 seconds will
elapse between initial receipt of the alert/warning and contact with the ground, and this will
be lessened if the rate of descent is excessive, or there is rising ground beneath the
aircraft.
8.3.8.6. Errand Warnings
Unwanted (i.e. false or nuisance) warnings may be received during normal, safe
operations when, for example, the aircraft is being vectored by ATC and is descending in
an area of hilly terrain. A Mode 5 (glide slope) alert may be triggered when the aircraft is
being flown outside the validity area of the glide slope signal, such as when manoeuvring
visually to land on a non-instrument runway following an approach to the ILS runway.
An alert/warning will also be triggered if the approach is flown with the flaps set to a
different position from that position normally used for landing and the GPWS-Inhibit switch
is not used.
Provided that flight crews remain fully aware of these limitations of the equipment and
follow the recommended procedures immediately on receipt of GPWS alerts and warnings,
its use may well avoid an otherwise inadvertent closure, or contact, with the ground. It is
emphasized that even if a warning is anticipated or suspected to be false or nuisance that
immediate and aggressive action is required by the crew unless the provisions of Section
8.3.8.5 apply.
8.3.9. Policy and Procedures for the use of TCAS / ACAS
All AZAL aircraft are installed with a TCAS/ACAS system. Notwithstanding the flight crew
shall maintain good visual LOOK OUT.
Traffic Advisory (TA):
Pilots shall immediately attempt to establish visual contact with all aircraft in the vicinity in
order to try to identify the intruder aircraft. If visual contact is established with the intruder,
safe separation shall be maintained.

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If no visual contact is established, no avoiding action shall be taken unless the TA

subsequently changes to an RA.
Resolution Advisory (RA):
The pilot at the controls shall immediately react to an RA: he shall disengage the autopilot
if required and manually apply positive and smooth control inputs in the direction and with
the magnitude required by the RA (note that RAs do not require abrupt pitch control
changes).
Concurrently, the flight crew shall attempt to establish visual contact and to definitely and
positively identify the intruder. A manoeuvre shall always be made in the direction
indicated by the RA.
In the interest of the ATC environment, i.e., avoidance of conflict with uninvolved aircraft,
the magnitude of the evasive actions shall not be greater than those demanded by an RA.
Whenever ATC issues a clearance with which the pilot is unable to comply with because of
the presence of an RA, the pilot should first ensure that the RA instructions are followed,
and then inform the controller: "(Name of ATC unit), (Aircraft Identification), UNABLE,
TCAS RA".
The controller should acknowledge such a report or issue an alternative clearance. In all
other cases, ATC shall only be notified whenever a manoeuvre induced by an RA has led
the pilot to deviate from the assigned clearance (pilots are not required to notify ATC prior
to responding to an RA). The following phraseology shall be used: "(Name of ATC unit),
(Aircraft Identification), TCAS RA". Whenever an RA requires "CLIMB" while the aircraft is
in landing configuration, a go-around procedure shall be initiated; the requirement for a
missed approach shall be taken into consideration.
"Clear of Conflict"
After the airborne collision avoidance system annunciates "Clear of conflict" and if,
concurrently, no other traffic conflict exists, the pilot at the controls shall return the aircraft
to the assigned level and clearance and shall report: "(Name of ATC unit), (Identification of
Aircraft), CLEAR OF CONFLICT, RETURNING TO (assigned level or clearance) (or
RESUMED)".
8.3.9.1. TCAS Selection
The TCAS mode should be selected to `TA/RA' for every takeoff. During cruise 'TA/RA'
mode is mandatory. All TCAS 'RA' warnings true or false must be reported as an incident
on the voyage report. For optimum use of TCAS leave 'TA/RA' until leaving the active
runway, as part of the after landing checklist.
Note: During visual approach to closely spaced parallel runways or to converging or intersecting runways
use of ‘TA Only Mode’ is recommended once the aircraft is established on final approach course, and
glidepath intercept has occurred. Continued operation in TA/RA mode may result in RAs for aircraft on
approach for the adjacent runway, and may cause unnecessary go-around.
8.3.10. Policy and Procedures for In-Flight Checks and Monitoring
8.3.10.1. Fuel Checks
Fuel Checks
The Captain must ensure that fuel checks are carried out at regular intervals throughout
the flight. On flights of more than one-hour duration, such checks should be carried out

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approximate at hourly intervals at a dominant point of the route. On flights of less than one
hour, an intermediate check is to be made at a convenient time when the cockpit workload
is low. At each check, the remaining fuel must be recorded and evaluated so as to:
 Compare actual consumption with planned consumption;
 Check that the fuel remaining will be sufficient to complete the flight considering the
required reserves; and
 Determine the expected fuel remaining on arrival at the destination.
As a result of the fuel checks:
In case the crew determines that there will be excess fuel remaining, and the estimated
landing weight will exceed the limits, corrective action must be taken.
If an in-flight fuel check reveals that the expected fuel remaining on arrival at the
destination will be less than the required alternate fuel plus final reserve fuel the Captain
shall evaluate the following options:
 Request air traffic delay information from ATC;
 Adjust the aircraft's speed;
 Obtain more direct routes;
 Fly at a different flight level; or
 By taking into account the traffic, the operational and meteorological conditions
prevailing at the destination aerodrome, along the diversion route to the alternate
aerodrome and at the destination alternate aerodrome, decide to proceed to the
destination aerodrome or to divert to an en-route alternate, so as to land with not
less than final reserve fuel.
If an in-flight fuel check reveals that on a flight to an isolated destination aerodrome the
expected fuel remaining at the point of last possible diversion is less than the sum of:
 Fuel to divert to the alternate aerodrome;
 Contingency fuel; and
 Final reserve fuel; the Captain must either:
• Divert; or
• Proceed to the destination, provided that two separate runways are available at
the destination and the expected weather conditions at the destination comply
with those specified for planning minima for destination.
The pilot-in-command shall advise ATC of a minimum fuel state by declaring MINIMUM
FUEL when, having committed to land at a specific aerodrome, the pilot calculates that
any change to the existing clearance to that aerodrome may result in landing with less
than planned final reserve fuel.
It is required from the PIC to declare a situation of fuel emergency:
i) When the calculated usable fuel predicted to be available upon landing at the
nearest airport where a safe landing can be made is less than the planned
final reserve fuel;
ii) By declaring “MAYDAY, MAYDAY, MAYDAY, FUEL.

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8.3.10.2. Monitoring the meteorological conditions

During the en route portion of flight, the flight crew shall monitor the forecast and actual
meteorological conditions for the destination, destination alternate and en route alternate
airports(s), if applicable.
This check must be completed well before Top of Descent on a short-haul flight and at
least once in 2 hours for a long-haul flight.
In case of deterioration of the weather to below minimums, or the non-availability of a

planned airport, the flight must be re-planned to another destination, and/or another
alternate.
8.3.11. Adverse and Potentially Hazardous Atmospheric
Conditions
The PIC shall report any hazardous flight condition to the appropriate ATC facility without
delay.
8.3.11.1. Thunderstorms
Although flight through areas of thunderstorm activity should be avoided wherever
possible, provided that the recommended techniques are employed, such flight may be
carried out where no alternative course of action is possible.
Approaching the thunderstorm area:
 Ensure that crewmember’s seat belt and harnesses are firmly fastened and secure
any loose articles. Switch on the seat belt notices and make sure that all
passengers are securely strapped in and that loose equipment (e.g., cabin trolleys
and galley containers) is firmly secured. Pilots (particularly of long bodied aircraft)
should remember that the effect of turbulence is normally worse in the rear of the
aircraft than on the flight deck.
 The Captain should fly the aircraft and the First Officer monitor the flight instrument
continuously.
 Select a height for penetration bearing in mind the importance of ensuring
adequate terrain clearance. Investigation has shown that although in some
thunderstorms there is a little turbulence at lower levels, in others there is a great
deal. Height is not necessarily a guide to the degree of turbulence.
 Pilots must be familiar with the Severe Weather Operating Procedures as
contained in the appropriate Flight/Technical Manual.
 Set all power to give the recommended speed for flight in turbulence (see the Flight
Manual.
 Check all flight instruments and their power supply.
 Check the operation of all anti-icing equipment and operate all these systems in
accordance with manufacturer or operator’s instructions. In the absence of specific
instructions, ensure that all anti-icing systems are on.
 Turn off any radio equipment made useless by static.
 Follow the manufacturer or operator’s recommendations on the use of autopilot.
 Continue monitoring the weather radar in order to pick up the safest path.

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 Be prepared for turbulence, rain, hail, snow, icing, lightning and static discharge.
 Avoid flying over the top of a thunderstorm. Over-flying small convective cells close
to large storms should also be avoided, particularly if they are on the upwind side of
the large storm, because they may grow very quickly.
Increasing altitude will decrease the buffet margin an up-currents may force the aircraft
into buffet.
Within the Storm Area:
 Captain should fly the aircraft regardless of all else.
 Concentrate on maintaining a constant pitch attitude appropriate to climb, cruise or
descent, by reference to the attitude indicators, carefully avoiding harsh or
excessive control movements. Do not be misled by conflicting indications on other
instruments.
 Do not allow large attitude excursions in the rolling plane to persist because these
may result in nose down pitch changes.
 Maintain the original heading; it is usually the quickest way out. Do not attempt any
turns.
 Do not correct for altitude gained or lost through up and down draughts unless
absolutely necessary.
 Avoid changing the throttle settings except when necessary to restore margins from
stall warning or high-speed buffet. The target pitch attitude should not be changed
unless the mean IAS differs from the recommended penetration speed by more
than 20 knots.
 If negative “g” is experienced, temporary warnings (e.g., low oil pressure) may
occur. These should be treated with caution.
 On no account climb in an attempt to get over the top of the storm.
Special Consideration When Flying in a Terminal Control Area (TMA):
 Because of the constraints on airspeed and flight path and the increased workload
of the crew when flying in a TMA, pilots should consider making a diversion from,
or delaying entry to a TMA if a storm encounter seems probable.
 If the pilot decides that improved flight conditions could be obtained by holding for a
period of time or by changing heading, flight level or airspeed, he should advise
ATC immediately of his intentions giving, when possible, and estimate of the
duration of the hold, the amount of divergence from track anticipated, etc. as
appropriate.
 ATC will pass weather information and give guidance on avoiding areas of
significant storm activity whenever possible and maximum use should be made of
this service.
However, it should be noted that many ATC radar’s now in use, or coming into use, are
specifically designed to reduce or exclude returns from “weather” and in these cases little
or nor assistance can be given by ATC.
It is recommended that any guidance given by ATC should be used in conjunction with the
aircraft’s own weather radar, in order to guard against possible inaccuracies in the ground

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radar’s interpretation of the relative severity of different parts of a storm area. Any
discrepancies should be reported to ATC.
Takeoff and Landing:
 The takeoff, initial climb, final approach and landing phases of flight present the
pilot with additional problems because of the aircraft’s proximity to the ground and
the maintenance of a safe flight path in these phases can be very difficult.
 Because of the unpredictable nature of turbulence, wind shear and local pressure
variations in the lower levels of thunderstorms and the difficulty to the ground and
the maintenance of a safe flight path in these phases can be very difficult.
 The best advice that can be given to the pilot is that, when there are thunderstorms
over or near the airport, he should delay takeoff, or, when approaching to land, hold
in an unaffected area or divert to a suitable alternate.
Conclusion:
Avoid severe thunderstorms even at the cost of diversion or an intermediate landing. If
avoidance is impossible, the procedures recommended should be used.
AVOIDANCE CRITERIA
When using weather radar the following avoidance criteria should be used:
Echo Characteristics
Flight Altitude Gradient of
Shape Intensity Rate of Change
Intensity
0 to 20 000 ft Avoid by 10 nm
echoes with Avoid by 5 nm Avoid by 5 nm Avoid by 10 nm echoes
hooks, fingers, echoes with echoes with showing rapid change of
scalloped edges sharp edges or strong gradients shape, height or
or other strong intensity of intensity intensity
protrusions
20 to 25 000 ft Avoid all echoes by 10 nm
25 to 30 000 ft Avoid all echoes by 15 nm
Above 30 000 ft Avoid all echoes by 20 nm
General Rules:
 If a storm cloud has to be overflown, maintain at least 5000 ft vertical separation
from the cloud tops.
 If the aircraft has no weather radar, avoid any storm cloud by 10 nm that is tall,
growing rapidly, or has an anvil top.
 Avoid flying under a CB overhang.
Pilots of turbo-jet swept-wing transport aircraft are advised to ensure that they are fully
conversant with the control problems that may be met in turbulence with this type of
aircraft.
8.3.11.2. Icing Conditions
This information and guidance in this Section are an outline of the general precautions that
must be taken during operation in cold weather conditions. It is expected that pilots will
familiarize themselves with this Section and the relevant Sections of the Aircraft
Operations Manual and Performance Manual before the onset of winter conditions each
year.

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8.3.11.2.1. Ground Precautions

During pre-flight inspection, the Captain is responsible for ensuring that all snow and ice
that could affect the safety of the aircraft are removed.
Care must be taken to clear any snow or slush from control surface, engine and
turbocompressor inlets, wheel wells, tailplane, fin, rudder, fuselage, pitot tubes and static
ports. If snow in these areas melts subsequent freezing can interfere with their functions,
particularly control surface movements. If there is any doubt a close inspection should be
made, using a ladder if necessary followed by a full control check.
Frost, ice and snow most be removed from the upper surfaces of the wings, stabilizer and
associated panels.
When takeoff is delayed the Captain must satisfy himself that the surfaces remain free of
further deposits.
It is possible for tires to retain enough heat to melt snow or ice on the ramp and to refreeze
in a short period of time. When a tire is frozen to the ramp enough distortion can take
place to break the seal at the rim and cause partial deflation of the tire.
At en-route stops where no fuel has been uplifted, the fuel remaining in the tanks is often
below the freezing temperature of water. If it is raining, water can run down the underside
of the wing and will freeze in the area of the fuel tanks. A considerable thickness of ice
may form in this manner and may require removal before departure.
Be on the alert for frozen water supply systems, frozen toilets and blocked drains or vents.
8.3.11.2.2. Taxiing, Takeoff and Landing in Snow, Slush or Water
Taxiing:
When executing sharp turns while taxiing or parking at the ramp, remember that braking
and steering capabilities are greatly reduced with icy airport conditions; reduce taxi speed
accordingly.
Takeoff:
Severe retardation may occur in slush or wet snow and, in most cases, lack of acceleration
will be evident early on the takeoff run.
Maximum permissible power must be used from the start. Warning of lack of acceleration
may be indicated by a pitching movement that will be difficult to control with the elevator
and difficulty may be experienced in lifting the nosewheel.
Large quantities of snow or slush, usually containing sand or other antiskid substances
may be thrown into the engines, static ports and onto the airframe. Pod and engine
clearance must be watched when the runway is cleared and snow is banked at the sides
of runways or taxiways. All ice protection systems that may be used on the ground should
be switched “ON” for takeoff.
Landing:
Ideally the entire length and width of the runway should be cleared for landing. If this is not
possible, landings may be made provided that the depth of dry snow does not exceed 100
mm (4 inches). Stopping distances are extended and reverse thrust may be used as
necessary.

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Come to a full stop before beginning the turn off the runway. Where runways are covered
with 6 mm (1/4 inch) or more of slush or water landing performance may be poor due to
the likelihood of aquaplaning.
On aircraft fitted with automatic spoilers and in runway conditions of low adhesion or
standing water, pilots should, after touchdown, check that the spoilers have automatically
deployed.
Limitations:
Limitation for takeoff and landing in snow and slush conditions for the different aircraft
types are given in the appropriate Aircraft Manual. When the depth of slush, water or snow
is less than these limits then the “Slush and Snow” tables in the Performance manual
should be consulted.
The takeoff and landing performance schedules in the Flight Manual and Performance
Manual apply to operation from clear dry runways. In all cases, with all aircraft Captains
must consider carefully prevailing conditions, especially braking action and wind
component, particularly when all of the runway length or width is not available.
Takeoff is not authorised:
 In freezing rain and freezing drizzle unless adequate ice protection can be provided
by anti-ice fluid,
 During heavy fall of wet snow (temperatures around 0°).
 If snow, ice or frost has gathered on the aircraft,
 When the runway braking actions reported to be “poor’ (brake coefficient less than
0.25).
A Pilot who is assigned as a Capitan for the first time within the first year, the breaking
action during takeoff and landing should be at least “medium (brake coefficient 0,3 or
more)
Landing is not authorised: when the runway braking actions reported to be “poor’ (brake
coefficient less than 0.25).
Approaching the parking position brakes should be used very carefully, because of
contaminated surfaces at the parking area due to freezing water parts of previous de-icing
of aircraft. The flight crew should always be prepared to use reverse thrust to stop the
aircraft. Before releasing brakes at the parking position the flight crew must make sure that
the chocks can stop the aircraft.
Airframe Icing:
On a few occasion’s aircraft have experienced significant buffet or vibration while at
holding speed, in temperatures just below 0 degrees Celsius, shortly after entering cloud
for the first time at the end of the flight.
While the effect on stalling is not known, it is obvious that considerable margin should be
given to all manoeuvring speeds.
There is some evidence that this type of ice can form rapidly in unusual meteorological
conditions. The only remedy is to descent the aircraft below the freezing level, when all ice
should melt and disappear. If this is not possible due to freezing level being at surface, ice
can only be dispersed by evaporation in clear air conditions, taking considerable time.

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Although this is a very rare occurrence, it might be a factor to be considered when

deciding what safety precautions to take following the experience of control vibration.
8.3.11.3. Turbulence
Turbulence is defined as a disturbed, irregular flow of air with embedded irregular whirls or
eddies and waves. An aircraft in turbulent flow is subjected to irregular and random
motions while, more or less, maintaining its intended flight path.
The intensity specifications for turbulence reporting have been defined as follows
 Light = Slight discomfort
 Moderate = Moderate changes in aircraft attitude and/or altitude accompanied by
small variations in airspeed. Walking is difficult, loose objects move around~
 Severe = Abrupt changes in aircraft attitude and/or altitude. The aircraft may be out
of control for short periods accompanied by large variations in airspeed Occupants
are forced violently against seat belts.
If the weather conditions, cloud structure and route forecast indicate that turbulence is
likely to exist, the cabin crew should be pre-warned and the passengers advised to return
to and/or remain in their seats, with their seat belts/harnesses are securely fastened.
Catering and other loose equipment should be stowed and secured until it is evident that
the risk of further turbulence has passed. Consideration must be given to flying at the
turbulence speed/Mach No recommended in the AFM.
8.3.11.3.1. PIREPs Relating to Turbulence
When encountering turbulence, pilot are urgently requested to report such conditions to
ATC as soon as practicable. The PIREPs should state:
 Aircraft location;
 Time of occurrence in UTC;
 Turbulence intensity;
 Whether the turbulence occurred in or near clouds ;
 Aircraft altitude or flight level ;
 Type of aircraft ;
 Duration of turbulence.
8.3.11.4. Wind Sheer
In order to avoid dangerous wind shear phenomena it is important to know what wind
shear is and in which meteorological and geographical environment it can be expected.
The following definition seems to be the most suitable for aviation :
Wind shear is any rapid change in wind direction and/or speed along the flight path
of an aircraft.
Wind shear, with or without turbulence, alters the lift force acting on an aircraft, resulting in
an aircraft, resulting in a significant sinking or rising motion. Therefore wind shear may be
categorised as:
 Increased performance shear caused by increasing headwind/decreasing tailwind
component or vertical updrafts.

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 Decreasing performance shear caused by decreasing headwind/increasing tailwind

component or vertical downdrafts.
Conditions for potentially hazardous wind shears are :
 Convective conditions (thunderstorms, rain/snow showers)
 Frontal systems
 Jet streams
 Strong or gusty surface winds
 Other cases (temperature inversion, mountain waves, sea breeze circulations).
The wind shear events are typically one to two miles in diameter and mostly occur near the
ground (below 500 ft) during takeoff and landing.
There is only limited time for wind shear recognition and action, typically 5 to 15 seconds.
Several factors can impede wind shear recognition :
 Marginal weather conditions
 High crew work load conditions
 Illusion of normality : during the initial part of the wind shear encounter, everything
may appear normal. Even severe wind shear onset may not provide dramatic early
indications to the flight crew.
Standard operating procedures of the flight crew should be:
 Control of flight path through pitch altitude; a down word change in pitch attitude
can be perceived as normal response to low airspeed.
 Unusual stick forces may be required to maintain pitch attitude during speed
variations away from normal target airspeed.
 Low airspeed must be accepted. Flying at airspeeds below normal reference
speeds may be required in order to utilise the full performance capability of the
aircraft. Coordination of crew responsibilities is required to recognize an inadvertent
wind shear encounter and to respond correctly.
 The term downbursts describes a severe downwind rush of air and its outburst of
damaging winds on or near the ground. It has been classified into macroburst and
microburst. They are different in their size with radial outflow at the earth’s surface
lasting between 3 to 20 minutes.
 Downbursts can occur wherever convective weather conditions exists.
Approximately 5 percent of all thunderstorms produce a microburst. Downdrafts
associated with microburst are typically only a few hundred to 1000 m across.
When the downburst hits the ground. It spreads out horizontally and may form one
or more horizontal vortex rings around the downdraft up to 2000 ft. AGL.
In the downbursts with the vortices very powerful updrafts and roll forces in conjunction
with wind speed changes up to 45 kts can be expected.
The time period over which wind speeds exceed half the peak value may last from 1 to 8
minutes. Depending on the movement and the height of the base of parent cloud,
microburst may occur as stationary or moving, surface or midair, wet or dry ones.

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Microburst have occurred in relatively dry conditions of light rain or precipitation that
evaporates before reaching the earth's surface.
Frontal wind shear is present in both cold and warm fronts, but exists in a different relative
location in each type of front. Because the cold front boundary slopes back behind the
frontal surface, the wind shear line also slopes back. The frontal boundary of the warm
front slopes upward ahead of the surface front and so does the wind shear. Significant
wind shears can be expected if there is a big difference in surface temperature (> 6°)
across the front and if the front is moving rapidly with more than 30 kts.
Large wind speed changes near the ground can be found in many meteorological
situations, including the frontal conditions. Terrain irregularities or buildings which interrupt
the wind flow can produce significant wind shears close to the ground.
8.3.11.4.1. Precautions
Avoidance is the best precaution. In case of unexpected severe wind shear encounter
during takeoff or on approach, special precautionary techniques can be applied by the
flight crew to reduce the effect of wind shear. The following precautions should be taken
into consideration:
Thrust Setting:
Maximum takeoff thrust should be used for takeoff. It shortens the takeoff roll and provides
the best rate of climb which leads to increasing altitude available for recovery if required.
During approach thrust reductions should be minimised.
Runway Selection:
The longest suitable runway should be used taking into consideration crosswind and
tailwind limitations, and obstacles in takeoff or landing direction.
Flap Selection:
The flap setting is dependent on the type of aircraft according to the AOM/FCOM.
Although for takeoff greater flap setting provides best performance for wind shear
encounters on the runway and lesser flap setting gives the best performance in the air, the
performance difference between flap settings is rather small.
Experience has shown that for landing the flap setting recommended in the AOM/FCOM
provide the best overall recovery performance for a wide range of wind shears.
Airspeed:
Available field length and runway condition must be taken into consideration when
increasing airspeed for takeoff and/or landing. Takeoff airspeed should be increased at
rotation to improve the ability to negotiate a wind shear after lift-off. Increased airspeed
improves the flight path.
During approach increased airspeed improves climb performance capability and reduces
the potential for flight at low speed during recovery from wind shear encounter. The
increased speed should be maintained to flare.
8.3.11.4.2. Conclusion
The actions to be taken by the flight crews can be summed up as follows:
 Evaluation of the weather situation,

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 Avoidance of known wind shear,

 Consideration of precautions,
 Using standard operating techniques when crossing areas of wind shear and for
recovering.
8.3.11.4.3. Wind Shear PIREPs
Pilots are urged to promptly volunteer reports to controllers of wind shear conditions they
encounter. Advanced warning of such conditions will assist other flight crews in avoiding or
coping with a wind shear on approach or departure.
The recommended method for wind shear reporting is to state the loss or gain of airspeed
and the altitudes at which it was encountered.
General guidelines for operation in turbulence / wind shear and thunderstorms.
 Fasten shoulder harness.
 Switch on cockpit lighting to high intensity to avoid dazzling by lightning in
thunderstorm.
 Fly the recommended turbulence speed according to AOM.
 Switch on engine ignition and/or de-icing equipment according AOM procedures.
8.3.11.5. Jet Stream
Near the tropopause there are narrow bands with extreme high wind speeds up to 300kt to
be found. Such a band of high wind speed is called a Jet stream. The extension in length
is up to several thousand miles; the width can be several miles. The main direction of the
jet stream is southwest to north In mid-latitudes there is a common area for clear air
turbulence (CAT) around the jet stream, above and below the jet core and to the polar
side. Taking a cross section of a jet stream looking downwind, the turbulent region would
be to the left of the jet core in Northern Hemisphere and to the right in Southern
Hemisphere.
To avoid or to leave the areas of CAT the following procedures should be applied:
 Reducing airspeed, to reduce the acceleration due to wind shears
 When flying parallel with the jetstream, changing altitude up to 1000 ft
 When flying perpendicular to the jetstream, changing altitude by 1000 ft - from the
warm to the cold side downwards, from the cold to the warm side upwards
 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 should be varied not stay in the
CAT area for a longer time.
8.3.11.6. Volcanic Ash Clouds
The atmospheric repercussions of volcanic activity can be particularly hazardous to
aircraft. Flight through volcanic ash can cause extreme abrasion to all forward facing parts
of the aircraft, to the extent that visibility through the windshields may be totally impaired,
aerofoil and control surface leading edges may be severely damaged, airspeed indications
may be completely unreliable by blocking of the pitot tubes and engines may become as
much choked as to cause power interruptions or even shut-downs.

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Reported instances of flight into such activity indicate that the weather radar will not pick
up any returns so the only avoidance methods are by NOTAM or visual contact.
The NOTAM system details known areas of volcanic activity and where ash may be
present in the atmosphere elsewhere. Flights into such known areas are prohibited.
In the event of inadvertent penetration of ash cloud, the major problem is to keep all or
some of the engines running and find the shortest route out of the cloud, which may be
downwards, and inform ATC.
8.3.11.7. Heavy Precipitation
The impact on aircraft performance and safety is generally and widely underestimated.
Quite a lot of recent accidents can be related to the neglect of the crew to properly react to
heavy precipitation. It is therefore of the utmost importance to exercise a conservative
course of action when heavy precipitation is involved.
On the ground, manoeuvring may require the use of slower taxi speeds to allow for the
reduction in braking performance in snow, slush or standing water. At the same time
higher power settings may be required to overcome the drag caused by such
contaminants but great care should be taken to avoid jet blast or propeller slipstream from
blowing unsecured ground equipment or contaminants into nearby aircraft.
When taxiing, account may need to be taken of banks of cleared snow and their proximity
to wing – and propeller-tips or engine pods. It may be advisable to delay the completion of
such vital actions as flap selection to minimize the danger of damage to such surfaces or
the accumulation of slush on their retraction mechanisms. Greater distances should be
observed between successive aircraft to avoid damage from jet blast or propeller wash.
On the runway, directional control may be adversely affected by surface contamination,
takeoff distance may be increased due to slower acceleration, accelerate-stop distance
may be increased for the same reason, and because of poor braking action and
aquaplaning, landing distance will be increased for similar reasons.
If landing on a contaminated runway is unavoidable, any crosswind component should be
well below the normal dry runway figure. Touchdown should be made firmly and at the
beginning of the touchdown zone, the nose wheel lowered as early as possible, and any
retarding devices such as spoilers, lift dump or reverse thrust used before applying wheel
brakes in order to give the wheels time to spin up. If anti-skid braking systems are fitted
and serviceable, the brakes should be used immediately and to the maximum degree.
Heavy precipitation can quickly lead to high levels of runway contamination so runway
clearance/drainage rate must be closely monitored in order to assess if a diversion is
necessary. When encountered whilst in flight, heavy precipitation can be associated with
significant downdrafts and wind shear.
Specific AFM procedures, must be observed.
8.3.11.8. Sandstorms
Avoid flying into active dust/sandstorms whenever possible. When on the ground, aircraft
should ideally be kept under cover if dust/sandstorms are forecasted or in progress.
Alternatively, all engine and cockpit covers should be fitted as well as the covers for the
various system and instrument intakes and probes.

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When removing the covers before flight care should be taken not to deposit accumulations
of dust/sand in the orifices, which the covers are designed to protect.
8.3.11.9. Mountain Waves
Mountain waves and down slope wind shear are caused by a significant airflow crossing to
a mountain range together with special atmospheric conditions. The strong vertical and
horizontal wind shears, so-called rotor turbulences, represent a danger at low heights as
well as the strong down slope wind at the lee side of the mountains.
Frequently, a second rotor will form up to 100 NM from the lee side of the mountain
producing original wave action. Flight crews should be aware of the potential hazard at
airports within the flow regime of the wave. Depending on moisture of the air, lenticular
(lens shaped) clouds may be present.
When approaching a mountain range from the upwind side, there will usually be a smooth
updraft. Therefore, it is not quite as dangerous an area as the lee of the range From the
leeward side, it is always a good idea to add an extra thousand feet or so of altitude
because downdrafts can exceed the climb capability of the aircraft Never expect an updraft
when approaching a mountain chain from the leeward Flight crews should always be
prepared to cope with a downdraft and turbulence.
8.3.11.10. Significant Temperature Inversions
Strong inversions in pre-cold-front situations may be associated with strong low altitude jet
winds immediately above the ground. The main negative performance factor is caused by
the decrease in engine power resulting from the temperature rise In case of known or
forecasted temperature inversion corrections to the performance limits must be applied as
per the AOM.
At night during the spring and summer months strong jet winds can occur close to the
ground. This wind shear is caused when radiation cooling reaches maximum and a
moderate to strong pressure gradient exists.
The lake and sea breeze wind shear is caused by the differential heating rate of land and
water under conditions of strong solar radiation. The land heats more rapidly than the sea.
When the offshore component of the prevailing surface wind is not too large and the
temperature difference is big enough warm air is rising over the land and will be
substituted by colder air from the sea. It begins as a light breeze in the mid-morning and
increases through the day to 15kt up to a height of 1200 ft and often moves up to 50 km
inland. With moist and unstable air over the land a sea breeze front with characteristics of
thunderstorms may occur.
At night the sea breeze will change to a land breeze because the radiation cooling from
the land surface occurs more rapidly than over the sea. The temperature differences at
night are smaller than during the day and therefore the land breeze is not as strong as the
sea breeze.
Normally only moderate wind shear is caused by a land or sea breeze, but together with a
microburst when both phenomena strengthen each other strong wind shear may occur
Flight crews must be aware of sea breeze wind shear especially on flights to islands in
summer time where the runways are often rather close to the shore. Generally airfields
near the coast will be more affected than those inland.

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8.3.12. Wake Turbulence

The physical characteristics of aircraft are such that their passage leaves an area of
disturbed air in their wake. This ‘wake turbulence’ tends to increase with the size and
power of the aircraft, and can reach dangerous proportions in relation to smaller, following
aircraft.
The dangers are obviously greatest during the critical stages of flight on takeoff or landing,
and all Captains are reminded of the need to allow adequate interval between their own
and preceding heavier aircraft for any such turbulence to dissipate.
8.3.12.1. Mass Categories for Wake Vortex Separations
Category ICAO (kg) UK (kg)

Heavy (H) 136 000 or greater 136 000 or greater
Medium (M) <136 000 and >7000 < 136 000 and > 40 000
Small (S) - 40 000 or less and >17 000
Light (L) 7000 or less 17 000 or less
Note: The aircraft type B 757 is graded as HEAVY by the ATS units, but pilots may request the separation
as for Medium when following a HEAVY aircraft.
8.3.12.2. Successive Aircraft on Final Approach
Although air traffic controllers will normally warn departing or arriving aircraft of the need to
observe particular intervals when following aircraft of a higher wake turbulence category,
Captains should ensure the following separations:
Leading Aircraft Following Aircraft Minimum distance (miles)
Heavy 4
Heavy Medium 5
Light 6
Medium (Note) 3
Medium
Light 5
Medium 3
Light
Light 4
Note: Where the leading aircraft is a B 757 the minimum distance shall be increased as following a HEAVY
aircraft.
8.3.12.3. Departing Aircraft
The minimum spacing listed below is to be applied between successive aircraft, on both
IFR and VFR flights:
Aircraft departing from the same runway or from parallel runways less than 760 meters
apart (including grass strips).
Leading Minimum spacing at time
Following Aircraft
Aircraft aircraft are airborne
Departing from the
Heavy Medium Light 2 minutes
same takeoff position
Departing from the
Medium Light 2 minutes
same takeoff position
Heavy Full Departing from an
Medium 3 minutes
length takeoff intermediate takeoff

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position
Departing from an
Medium Light intermediate takeoff 3 minutes
position
Operations on a runway with a displaced landing threshold if the projected flight paths are
expected to cross:
Minimum spacing after preceding
Leading Aircraft Following Aircraft aircraft is airborne or has touched
down
Heavy Arrival Medium Light Departure 2 minutes
Heavy Departure Medium Light Arrival 2 minutes
Medium Arrival Light Departure 2 minutes
Medium Departure Light Arrival 2 minutes
Operations on crossing runways or on parallel runways which are 760 m or more apart
whenever the projected flight paths of the aircraft cross:
Aircraft Crossing
Leading Aircraft Minimum Distance Time Equivalent
Behind
Heavy 4 miles 2 minutes
Heavy Medium 5 miles 3 minutes
Light 8 miles 4 minutes
Medium 3 miles 2 minutes
Medium
Medium 3 miles 2 minutes
Small
Opposite Direction Runway Operations:
A minimum of two minutes shall be applied between a light, small or medium aircraft and a
heavy aircraft, and between a light aircraft and a small or medium aircraft when the
heavier aircraft is making a low or missed approach and the lighter aircraft is:
 Utilizing an opposite direction runway for takeoff, or
 Landing on the same runway in the opposite direction, or
 Landing on a parallel opposite direction runway separated by less than 760 meters.
Note: At aerodromes where a grass strip is in use, in addition to the runway(s), the strip will be counted as a
runway for wake vortex separation.
8.3.13. Crew Members at their Stations
During takeoff and landing each flight crew and cabin crew member on duty shall be at his
assigned station and seat. Flight crew members shall not vacate an aircraft control seat
below 10,000 feet (AFE/AAL) for the purposes of transferring duties to another pilot flight
crew member.
Normally the pilots shall remain in their seats during the whole climb to cruising altitude
and until cruise power has been set and all engine values have been stabilized.
During the en-route phase of flight each flight crew member required to be on flight deck
duty shall remain at his station unless his absence is necessary for the performance of

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safety relevant duties in connection with the aircraft’s operation, or for physiological needs,
provided that at least one suitably qualified pilot remains at the controls of the aircraft at all
times. A required flight crew member absent for one of the reasons as stated above, shall
return to his station as expeditiously as possible.
Supernumerary flight crew members may be requested by the Captain to occupy an
assigned station on the flight deck whenever the Captain deems such course of action
necessary in the interest of safety.
The supernumeraries in the passenger cabin or supernumerary compartment of an aircraft
that are required for the safety of operations shall follow the following requirments;
• To follow all safety and emergency procedures (in case of emergency) according to
the instruction which are given by PIC;
• Never impede flight crew or cabin crew members in the performance of their duties.
During cruise at least one qualified pilot shall occupy the pilot seat and have full and
unobstructed access to the controls. The pilot shall occupy the seat from which he is
scheduled for the flying duty. I.e. no seat changes are allowed during the flight.
One of the pilots may leave his station for a short period of time, only for safety,
operational or service reasons (such as alertness and situational awareness,cabin
inspection, wing/engine cowling observation, toilet visit, etc.) upon the Pilot-in-Command
request/acceptance.
Note: In any case, when Flight Crew intentioned to get out of Flight Deck, he will inform Cabin chief via
interphone in advance and request for visit the Flight Deck. One of two CC shall enter the Flight Deck before
pilot coming out and stay there till his return. Other CC stays next to the Flight Deck door protecting of instant
entrance by passengers.
The remaining pilot becomes PF and shall devote full attention to the monitoring of the
flight.
To ensure the pilot does not have to wait for the toilet he will advise the CCA to hold any
line up so that he can directly enter in front of any passengers waiting in line.
If the pilot remaining on the flight deck requires the pilot in the toilet to return immediately,
he will signal the pilot in the toilet by turning on and off the seat belt sign repeatedly or
make a PA if possible, both are audible in the toilet.
During taxi, takeoff and landing, the required flight attendants must remain at their duty
station with safety belts and shoulder harnesses fastened, except to perform duties related
to the safety of the aircraft and its occupants.
8.3.14. Use of Safety Belts for Crew and Passengers
Crew
During takeoff and landing, and whenever deemed necessary in the interest of safety,
crew members shall be properly secured by the safety belts and/or harnesses provided.
During other phases of the flight, each flight crew member on the flight deck shall keep his
seat belt fastened while at his station.
Passengers
The Captain shall ensure that:

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 Each person on board is briefed before takeoff on how to fasten and unfasten his
safety belt/harness.
 During takeoff and landing, below 10000 feet and whenever deemed necessary in
the interest of safety, each passenger on board occupies a seat with his safety
belt/harness properly secured.
 Multiple occupancy of aircraft seats is not permitted other than by one adult and
one child, less than two years of age, which is properly secured by a child restraint
device.
 The “Cabin Ready” report is received from the cabin crew prior to each takeoff and
landing.

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8.3.15. Admission to the Flight Deck

In the context of this procedure, any person standing in the doorway or engaging into
conversation with the cockpit crew is considered to be on the flight deck. The final decision
regarding the admission to the flight deck shall be the responsibility of the Captain.
Personnel listed below is automatically admitted to the flight deck:
 Operating crewmembers and company personnel performing official duties (e.g.
line check pilots, observer or technician etc.);
 Representatives of the Authority responsible for flight inspection, certification or
licensing, if this is required for the performance of their duty.
The Captain may not admit any passenger to the flight deck.
All persons using a cockpit seat during takeoff and landing must be given a thorough
introduction about the behaviour in the cockpit during normal operation and during an
emergency situation.
8.3.15.1. “Four-eye-rule” in the cockpit
In the case of the Captain or First Officer leaving the cockpit, a member of the crew
should be present in the cockpit with the remaining pilot.
8.3.16. Use of Vacant Crew Seats
Cabin jump seat:
Only Cabin Crew Members of AZAL are eligible to a cabin jump seat, if all other passenger
seats are occupied.
Cockpit Crew Seats:
It is prohibited to allow anyone but the nominated flight crew into a pilot’s seat. The flight
crew as nominated for the particular flight only may occupy the pilot seats. Deadheading
pilots are not allowed into a flight crew seat, except in an incapacitation of a flight
crewmember on duty, even if it is temporarily vacant.
Pilots are advised not to succumb to pressures of influential persons who want their
offspring or cronies in one of the pilot’s seats.
This is a critical safety matter, which is not open to discussion.
8.3.17. Incapacitation of Crew Members
General
Incapacitation of a flight crewmember is not an uncommon cause for accidents in aviation
if not handled correct. An incapacitation can occur during all phases of a flight. As an
incapacitation may occur obviously as well as subtle (almost without any indication), the
main principle is being alert at all times. Strict obeisance of standard cockpit procedures
and strict discipline is of utmost importance because deviations from procedures may
already indicate first signs of incapacitation.
Note: A good way of discovering incapacitation strict obeisance of the so-called „Two Communication Rule“.
Each time, when a crewmember shows no reaction after being addressed two times, or each time a
crewmember does not respond to any verbal communication after a significant deviation from procedures or
flight path, an incapacitation must be suspected.

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8.3.17.1. Types of Incapacitation

Obvious Incapacitation
Obvious incapacitation is the total functional failure and loss of capabilities. It will generally
be easily detectable and have prolonged duration. Among the possible causes are heart or
brain disorders or internal bleeding.
Subtle Incapacitation
Subtle incapacitation is considered a more significant operational hazard, because it is
difficult to detect and the effects can range from partial loss of function to complete
unconsciousness. Among the possible causes are minor disturbances in brain functions,
low blood sugar (hypoglycaemia) and other medical disorders as well as pre-occupation
with personal problems. Because the crewmember may not even realize the problems
himself, this form of incapacitation is far more dangerous.
8.3.17.2. Procedures in Cases of Incapacitation
At any time a crewmember shows significant deviations from the standard operating
procedures associated with deviations from the intended flight path, abnormal behaviour,
no response to conversations or a breakdown or sudden collapse make this obvious, an
incapacitation must be suspected and the remaining pilot shall:
Assure the safe progress of the flight by:
 Taking control of the aircraft;
 Engaging the autopilot;
 Declaring an emergency describing the situation to ATC;
 If possible, removing the crewmember concerned from his seat (possibly supported
by other crewmembers or passengers); or
 Fastening and locking the shoulder harness and moving and locking the
crewmembers seat in the backward position.
 Take care of the incapacitated crewmember by:
• Attempting to give first aid;
• Arranging a landing as soon as possible after consideration of all
circumstances;
• Requesting medical support for the time of landing, giving as detailed
information as possible about the current condition of the crewmember
concerned.
Prepare himself for the landing. While doing so, the pilot shall:
 Perform a normal approach;
 Perform the required checks earlier than normal;
 Request radar guidance and perform the approach with aid of the autopilot,
whenever possible;
 Fly the aircraft from his assigned seat, if not trained to operate from the other seat.
 Prepare the duties to be performed after landing. This shall include:

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• Change the seat for taxiing - if required;

• As soon as possible handover the incapacitated crewmember to the medical
services; Arrangements for the parking of the aircraft.
8.3.18. Cabin Safety Requirements
(For additional details refer to Cabin Crew Handbook)
Pre-flight briefing is to be carried out not later than 50 min before STD in full proper
uniform.
The Captain is responsible to lead the briefing. The briefing should be short and shall at
least cover the IRADA. The content of IRADA is given below:
Introduction of crew;
Readiness information (all preparations of CC team and work done relative to actual flight,
other specifications of flight);
Aircraft emergency/safety equipment location/usage;
Discussion regarding the question of the day;
Abnormal, unexpected situations (brief cabin chief for standard verbiage, terminology,
signals and/or verbal commands used for communication between cabin crew and flight
crew during normal, abnormal and emergency situations related to safety and security).
Note: Question of the day has three primary functions below:
 Emergency situations discussion and relative procedures.
 Create a safety/security mind-set amongst the entire crew prior to the flight.
 Create the best cooperation/communication ways between the entire crew.
Good communication, co-ordination/co-operation among members of the Flight Crew and
Cabin Crew contribute a high level of safety and efficiency in the operation of the
Company’s aircraft.
The principle of two-way-communication as a minimum shall provide clear and
unmistakable communication of followings:
 Dissemination of passenger safety information;
 Cabin readiness prior to first aircraft movement, take-off and landing;
 Arming/Disarming of cabin entry door slides;
 Preparation for and an encounter with turbulence;
 Medical situations;
 Emergency situation;
 Abnormal situations;
Also Flight Deck shall inform via PA (passenger address) to cabin crew and passengers in
certain phases of flights:
 Preparation command before take-off (Prepare for takeoff.)

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 During descend (Fasten seat belts) sign switching on is the mean of descending
phase of flight
 Additional information (20 Min to landing)
 Additional information (10 Min to Landing)
 Before landing Captain also informs cabin via PA (Prepare for landing)
8.3.18.1. Preflight Check
Flight attendants will carry out a pre flight check of all emergency equipment according to
the pre flight check list.
Note: Safety information card and life vest for each passenger seat are part of the pre flight check in all
aircraft.
8.3.18.2. Security Checks
The SCC will be responsible for the security check that includes flight attendants bags and
handbags, all compartments and waste baskets in the toilets, all containers, ovens, waste
baskets of the galleys, seat pockets and areas under the seats. Follow the complete
guidance as provided in Ch 10.
Cabin Ready Signal
The SCC is responsible for giving the cabin ready signal to the Captain before each
takeoff and landing as follows:
 Before entering the active runway for Takeoff with the published communication
method.
 Before landing between 10minutes to land and latest the lowering of the landing
gear.
8.3.18.3. Operation of Aircraft Doors
When authorized by the Captain to close the doors, the SCC will order to close all doors.
After closing of all doors nobody will open any door without the Captain’s permission,
except in an emergency.
Under normal circumstances, if the ground handling staff signals to reopen the door,
Inform the Captain and ask for his permission. If permission is granted, ensure that the
door is disarmed and the aircraft is not moving before opening the door.
Slides - Arming
When the aircraft starts to move from the departure gate, slides will be armed by the
command of the SCC.
Slides - Disarming
When the aircraft is parked at the arrival gate, slides will be disarmed on command of the
SCC, after the Seat Belt Signs are turned off.
Doors - Opening On Arrival
Passengers will remain seated and the doors will not be opened until the Seat Belt Signs
are turned off. Before opening any door, the SCC will get permission from the captain and
will ensure that:
 Doors are disarmed.

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 The ground-handling agent signals O.K. to indicate that the passengers’ steps or
jetway is in position.
8.3.18.4. Cabin Lighting
Cabin lights will be dimmed for night takeoffs and landings.
8.3.18.5. Passenger Boarding and Seating
Passengers will not be boarded unless:
 The minimum safety crew required for that flight are on board the aircraft.
 All safety and security checks have been conducted satisfactorily.
Note: Passengers may remain on board at a transit stop, provided flight attendant staffing is maintained at
no less than that prescribed above.
Before allowing the passengers to deplane the flight attendant will ensure that the
passenger steps, or the Jetway is securely positioned.
If the passengers’ steps are slick or icy, ask for another unit. If another unit is not available,
brief the passengers to be extra careful while disembarking. The agent should stand at the
foot of the stairs and be ready to assist.
Passenger Behaviour:
 No person may assault, threaten, intimidate or interfere with a crewmember in the
performance of the crewmember’s duties aboard an aircraft being operated
 If during boarding a flight attendant becomes aware of a passenger who is
intoxicated and being disruptive, this must be brought to the attention of SCC.
 If necessary, the SCC will inform the captain and contacts the station personnel
who will be responsible for deciding upon and taking the proper action.
 At any time after the doors are close, a passenger appears intoxicated or is in any
way annoying other passengers or flight attendants to the point of being
objectionable, the SCC shall report the situation to the Captain, who will then
decide what action is to be taken.
 Do not antagonize a passenger by stating that he is drunk. The correct reference
may be “he has been drinking” which he is not likely to deny.
Deportees:
Deportees are persons who are being transported out of any country for other than
criminal acts.
The number of the deportees carried on any flight may not exceed the number of cabin
crew on the flight.
Children:
Children must not play around in the cabin and aisles at they may get injured if there is
sudden turbulence/decompression. They are required to be in their seats, with seat belts
fastened, even if the fasten seat belt sign is off.
Exit Row Seating:
As soon as passengers are boarded and before landing, flight attendants must check that
passengers seated in an exit row:

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 Are more than 15 years of age.

 Are not responsible for young children or any other passenger.
 Can communicate with crewmembers and other passengers.
 Are physically able to operate an exit.
 Do not have a condition that might prevent them from operating the exit e.g.
pregnancy, blind, deaf, etc.
 Can understand exit operating instructions.
 Are willing to operate the exit in an emergency, if the Cabin Crew attendant is
incapacitated.
If a passenger does not meet all the above requirements, inform the SCC immediately, so
the passenger is not to be questioned about any handicap or reasons for not wishing to
assist.
8.3.18.6. In-Flight Cabin Surveillance
Flight attendants must maintain a regular cabin check for the following, especially at night
 Check that the no smoking regulations are strictly followed.
 Check that children are not playing with matches or lighters
 Check that passengers are not involved in any activity that may affect the safety of
the flight.
 Check the lavatories for any smoke or fire as often as possible. Check lavatories
for sign of smoke, and open flaps of waste boxes (automatic fire extinguishers),
check the temperature of the hot water and the proper working of electric toilet
appliances.
These checks shall be made at intervals of 15 minutes when rare use of lavatories may
prevent detection by passengers (at night, during meal service or while showing movies.)
8.3.18.7. Evacuation Initiating Policy
As each emergency situation is different, it is impossible to give a definite set of
emergency procedures, but as in all conditions following are to be taken as guidelines.
Emergency landings or other abnormal situations do not always require an evacuation.
If an evacuation appears to be necessary, the first crewmember aware of this situation will
immediately advise the Captain.
The Captain will evaluate the situation and initiate evacuation, if necessary. Normally the
Captain will be last to leave the aircraft.
If the Captain is unable to initiate evacuation or if time does not permit contacting the
Captain, due-to the nature of emergency and the following situations requires immediate
action any crew member to initiate the evacuation without delay:
 Severe structural damage;
 Fire;
 Dense smoke/Fume;
 Unusual/abnormal aircraft position;

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 Ditching.
Note: When aircraft stopped and no command from Flight Deck, initiate evacuation immediately.
The evacuation may be initiated by any of the following:
 PA announcement
 Megaphone
 Voice command
During takeoff roll or in the air any emergency situation will be communicated with the
cockpit by interphone or in person.
In situations where only specific doors are to be used (i.e. bomb threat) the evacuation
instructions will be given using PA, megaphone or voice command.
8.3.18.8. Birth in Flight
Procedure is as follows:
 The Captain will inform ATC and land at the nearest suitable airport.
 Station personnel will inform the concerned airport staff and the concerned law
enforcement at the arrival point including an ambulance and medical help will be
alerted if necessary,
 After landing, Captain will give the following details to the station personnel:
• Birth date and exact time (hours and minutes)
• Birth places’ geographical coordinates,
• Sex of the new born baby,
• Names of parents,
• Parents’ nationality and birth places,
• Parents’ domicile address,
• Witness to the birth (if available)
 The report will be made in two copies, which will be signed by two witnesses or two
crewmembers and will be forwarded to Area Sales Manager by Station Manager.
 A preliminary report will be submitted to Director Flight Operations by Telex.
8.3.18.9. Captains authority to Off-load Passenger
It is the company’s policy not to carry a passenger whom by reason of consumption of
alcohol will continue to other passengers whether by his personal behaviours or by his
excessive interference with the in-flight service.
Should it become apparent that the general physical or mental condition of any passenger
may imperil the safety of the flight, or the comfort and happiness of other passengers, the
Captain will confer with respective Company representatives on the advisability of carrying
such a passenger.
Should there be any disagreement on this subject the Captain's decision will be final, but it
is the inescapable duty of every individual employee to take every possible action to
eliminate any unpleasantness, embarrassment or confusion that will reflect unfavourably

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on the Company. A doctor should, if possible, be consulted prior to such action being
taken. When such action has been necessary, a full report should be submitted to the
Deputy Executive Director on Flight Operations - Flight Operations Director and should
include names and addresses of witnesses and their original statements.
8.3.18.10. Passengers Hand Baggage
The following policy has been brought into effect at all stations:
Passengers may carry on board the aircraft only such hand baggage as can be stowed
under the passenger seat or where overhead lockers are fitted, stowed in the locker.
All hand baggage must be declared.
Captains have the authority to order the removal of any hand baggage from the cabin that,
in their opinion, could endanger the safety of the passenger in any way. It is the
responsibility of Ground Operations Staff and the Cabin Staff to draw the attention of the
Captain to any doubtful cases.
8.3.18.11. Passengers use of Electronic Equipment
Passengers on board aircraft must not operate certain types of electronic equipment, as
they are capable of causing interference to the aircraft's radio/avionics equipment.
Unfortunately there are so many electronic devices available that it is not practical to give
a comprehensive list of equipment that may be used. However, use of all electronic
equipment should be prohibited unless it can definitely be categorised under one of the
following headings:
 Hearing Aids
 Heart pacemakers
 Electronic Calculators/Computers
All other types of electronic equipment shall, therefore, be prohibited especially such items
as Radio Transmitters and Receivers and Portable Telephones.
 Any Portable Electronic Device (PED), which intentionally transmits Radio signals,
should be prohibited for use by passengers at all times while on-board. These
devices include, but are not limited to cellular telephones, amateur radio
transceivers, CB radios, and transmitters that control devices such as toys.
 Any PED, which is not an international transmitter of radio, signals:
• Should be prohibited for use during taxi, takeoff, climb, descent, final approach
and landing. These devices include, but are not limited to laptop computers,
video cameras, tape recorders, radio and TV receivers, CD and tape players,
electronic entertainment devices, and electric shavers.
• Should be allowed to operate during phases of flight other than taxi, takeoff,
climb, descent, final approach and landing unless the Captain of the aircraft has
determined that the device should not he operated.
8.3.18.12. Use of the Public Address System by Passengers
In the past Captains have been requested by passengers for permission to use the aircraft
Public Address System. This has caused embarrassment to the Captain, and it has been
decided that the following Company policy should be followed:
 The use of Public Address will not be granted on any Scheduled Flights.

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 On Special Flights where all the passengers are of the same party the use of the
Public Address may be granted at the request of their leader.
8.3.18.13. Smoking on Board
Smoking is strictly prohibited on all AZAL Flights, including Electronic-Cigarettes.
8.3.18.14. Medical Kits
8.3.18.14.1. First-aid kits
a) An operator shall not operate an aeroplane unless it is equipped with first-aid kits,
readily accessible for use, to the following scale:
Number of passenger seats installed Number of first-aid kits required
Number of passenger Number of First-Aid

seats installed Kits required
0 to 99 1
100 to 199 2
200 to 299 3
300 and more 4
b) An operator shall ensure that first-aid kits are:
Inspected periodically to confirm, to the extent possible, that contents are maintained in
the condition necessary for their intended use; and
Replenished at regular intervals, in accordance with instructions contained on their labels,
or as circumstances warrant.
The following should be included in the first-aid kits:
- Bandages (unspecified) - Antiemetic e.g. cinnarizine
- Burns dressings (unspecified) - Nasal decongestant
- Wound dressings, large and small - First-Aid handbook
- Adhesive tape, safety pins and scissors - Gastrointestinal Antacid
- Small adhesive dressings - Anti-diarrhoeal medication e.g.
- Antiseptic wound cleaner Loperamide
- Adhesive wound closures - Ground/Air visual signal code for use by
- Adhesive tape survivors.
- Disposable resuscitation aid - Disposable Gloves
- Simple analgesic e.g. paracetamol
A list of contents in at least 2 languages (English and one other). This should include
information on the effects and side effects of drugs carried.
Note: An eye irrigator whilst not required to be carried in the first-aid kit should, where possible, be available
for use on the ground.
8.3.18.14.2. Emergency Medical Kit
(EU-OPS 1.755)

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a) An operator shall not operate an aeroplane with a maximum approved passenger

seating configuration of more than 30 seats unless it is equipped with an
emergency medical kit if any point on the planned route is more than 60 minutes
flying time (at normal cruising speed) from an aerodrome at which qualified medical
assistance could be expected to be available.
b) The commander shall ensure that drugs are not administered except by qualified
doctors, nurses or similarly qualified personnel.
c) Conditions for carriage:
1. The emergency medical kit must be dust and moisture proof and shall be carried
under security conditions, where practicable, on the flight deck; and
2. An operator shall ensure that emergency medical kits are:
i. Inspected periodically to confirm, to the extent possible, that the contents are
maintained in the condition necessary for their intended use; and
ii. Replenished at regular intervals, in accordance with instructions contained on their
labels, or as circumstances warrant.
The following should be included in the emergency medical kit carried in the aeroplane:
- Sphygmomanometer - non mercury - Medication for
- Stethoscope - Hypoglycaemia e.g. hypertonic glucose
- Syringes and needles - Antiemetic e.g. metoclopramide
- Oropharyngeal airways (2 sizes) - Atropine
- Tourniquet - Digoxin
- Coronary vasodilator e.g. nitro-glycerine - Uterine contractant e.g.
- Anti-smasmodic e.g. hyascene Ergometrine/Oxytocin
- Epinephrine 1:1 000 - Disposable Gloves
- Adrenocortical steroid e.g. hydrocortisone - Bronchial Dilator – including an injectable
- Major analgesic e.g. nalbuphine form
- Needle Disposal Box
Diuretic e.g. furosemide
- Anti-spasmodic drugs
- Antihistamine e.g.
- Catheter
diphenhydramine hydrochloride
- Sedative/anticonvulsant e.g.
diazepam
A list of contents in at least 2 languages (English and one other). This should include
information on the effects and side effects of drugs carried.
8.3.19. Passenger Briefing Procedure
General
The Captain is responsible for ensuring that all the passengers are given the appropriate
briefing, or equipment demonstration, for the various stages of flight, as outlined in the
following paragraphs.
Each company aircraft shall be equipped with one Passenger Briefing Card per seat
providing the passengers with instructions about:
 The location and use of emergency exits;
 The use of safety belts;

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 The use of passenger oxygen equipment;

 Instructions for emergency landings.
Verbal briefings shall be given to the passengers either by an audio system or the
passenger address system. More specific information about the individual passenger
announcements is provided in the Cabin Crew Handbook (CCH).
8.3.19.1. Pre-Boarding Briefing Concerning Dangerous Goods
Except as otherwise provided for in OM Part A Chapter 9, dangerous goods must not be
carried in any checked or carry-on baggage. Security type attached cases incorporating
dangerous goods, e.g. lithium batteries or pyrotechnic material are totally forbidden.
The company is responsible that passengers are briefed accordingly at all check-in
counters, used by contracted handling agents, before boarding the aircraft.
8.3.19.2. Prior Takeoff
Passengers shall be briefed and, if not shown on a video, the passengers attention is to be
drawn to the briefing cards, which they should be advised to read:
 Position of seat-backs and stowage of tables;
 Location and use of emergency exits;
 Location and use of floor proximity emergency escape path markings; where fitted;
 Stowage of carry-on baggage;
 Restrictions on the use of portable electronic devices;
 The use, fastening and unfastening of safety belts/harnesses;
 The use of oxygen masks in flight when the cruising level will be above flight level
250, or the minimum safe altitude on any parts of the route is more than 14000
feet;
 The location and use of the life-jackets when any part of the flight will be over water
at a distance of more than 50 nm from the shore or when takeoff or approach path
is over water where in the event of a mishap there would be a likelihood of a
ditching.
8.3.19.3. During Flight
Passengers are to be advised as necessary throughout the flight whenever conditions
require the fastening of seat belts. For fire avoidance/detection or when turbulence is
anticipated the cabin crew shall check the cabin from time to time accordingly, e.g. for
loose objects which should be stowed.
8.3.19.4. Before Landing
Before landing passengers are to be advised, and the cabin crew confirms by a visual
check, that the following instructions are observed:
 Carry-on baggage should be secured;
 Seat backs should be returned to the upright position, and tables stowed;
 Seat belts/harnesses should be fastened;
 Restrictions on the use of electronic devices are being observed.

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8.3.19.5. After Landing

After landing passengers are to be advised to remain seated, with safety belts fastened,
until the aircraft has come to rest and to refrain from smoking until they have entered a
clearly defined smoking area.
8.3.20. Cosmic and Solar Radiation
The aircraft operating at levels above 15000m (49000ft) may, on rare occasions,
experience a rise in solar cosmic radiation which requires them to descent to lower levels
and the event may be accompanied by a deterioration or loss of air ground
communications. The crew will alert ATC units before the radiation reaches critical level
and will request a descent clearance when the critical level is reached. However, situations
may occur in which the aircraft will need to descend without waiting for a clearance. In
such cases, the aircraft are expected to advise ATSUs, as soon as possible, of the
emergency action taken.
A flight operated with an aircraft intending to be primarily operated above 15 000 m (49
000 ft) shall not be commenced unless the aircraft carries equipment to measure and
indicate continuously the dose rate of total cosmic radiation being received and the
cumulative dose on each flight. AZALs company aircraft will not be operated above 49 000
feet unless they are fitted with such equipment.
8.3.21. Policy for the use of Autopilot and Autothrottle
Autopilot and Autothrottle will be used as much as possible to reduce pilot work load and
enhance passenger comfort.
8.3.21.1. Use of Automation
Automation is dedicated to take over from pilots the task of direct control or monitoring of
particular system, parameter/function, which could be easily and effectively controlled by
automation. In addition, automation could provide and assure safe operations in conditions
when required safety level may not be provided by pilot due to human's limitations (Cat III
Auto land, etc).
Use of automation significantly decreases pilot’s workload allowing them to concentrate
more on supervision of all parameters and progress of the flight. As a result a greater
margin of safety could be provided. From other side broad use of automation in day-to-day
operation could lead to pilots' complacency when they relay on automation too much.
Misuse of automation or late recognition of its failure could even jeopardize the safety.
Therefore the automation shall be used in a proper way using the following main rules:
 Check mode/accuracy before its use;
 Permanently monitor/crosscheck its status and function;
 If automatic function is inadequate or control is lost, revert to basic modes or
disconnect it immediately to stabilise the flight.
Although basic flying, reduction/failures of automation are regularly trained on simulator,
reduced use of automation in normal unlimited day-to-day operation (A/T, AÐ, etc) could
increase situational awareness and maintain pilot skills. Sometimes even higher level of
passenger comfort and effectiveness of operations (A/T, air-conditioning, etc) could be
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8.3.21.2. Reduced Level of Automation

To allow the use of reduced levels of automation for training purposes in day-to-day
operations, the following general rules shall be applied:
 Reduced use of automation shall never be in conflict with the safety of the flight nor
reduce service/passenger comfort;
 The automation shall be used to full extent when capacity of crew attention is
reduced by:
• Extra workload and/or fatigue;
• Reduced aeroplane technical status;
• Complicated air traffic situation;
• Adverse weather conditions.
Refer to the respective Aircraft Manuals and Operating Procedures.
8.3.22. Automatic approach and landing (AUTOLAND) in CAT I or better weather

conditions
AZAL authorises flight crew to conduct automatic approach and landing (AUTOLAND)
in CAT I or better weather conditions in accordance with AFM/ FCOM/AOM of each
aircraft type, if:
- The aerodrome has CAT II/III ground installations;
- A glide slope angle between -2.5 ° and -3.15 °;
- An airport elevation below the limited elevation for AUTOLAND on type;
- The aircraft weight below the maximum landing weight;
- The landing elevation is not below -1000 ft pressure altitude.
Automatic landing in CAT I or better weather conditions is possible on CAT II / III ground
installations when ILS/MLS sensitive areas are not protected if the following
precautions are taken:
• The flight crew is aware that LOC or G/S beam fluctuations, independent of the
aircraft system, may occur.
• The PF is prepared to immediately disconnect the autopilot, and to take over
manually at any time during a practice approach and rollout, if the performance of
the AP become unsatisfactory;
• Appropriate autoland briefing conducted;
• At least CAT 2 capability is displayed on the FMA and the flight crew uses CAT II/III
procedures.
• Visual references are obtained at an altitude appropriate for the CAT I approach. If
not, a go around must be performed
AZAL Operations Manual Part A Edition 7, Rev 04

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8.3.23. Conducting Effective Briefings

To ensure mutual understanding and effective cooperation among crewmembers and with
ATC, in depth takeoff and approach / go-around briefings should be conducted on each
flight.A thorough briefing should be conducted regardless of:
• How familiar the departure airport / SID or destination airport / approach may
be; or,
• How often the crewmembers have flown together.
Effective briefings should be short, structured, concise and adapted to the particular conditions
of the takeoff or approach-and-landing.
The information provided hereafter has been expanded on purpose to provide an opportunity
to review and discuss in details each briefing item.
Crew briefings ( i.e., PF to PNF briefings ) are aimed at the following objectives, in support of
standard operating procedures (SOPs) :
• Define and communicate action plans and expectations, under normal or non-
normal conditions;
• Confirm applicable task sharing (i.e., crew members’ roles and responsibilities);
• Brief specific areas to the required level of details;
• Promote inquiry / advocacy and feedback;
• Ensure full understanding and agreement by both crew members on sequence
of actions;
• Communicate objectives to other crew members (e.g., cabin crew, as
applicable).
Briefings are also intended to enhance the flight crew and cabin crew preparedness for facing
unusual requirements or responding to unanticipated conditions ( i.e., " expecting the
unexpected ").
Briefing Techniques
The importance of briefing techniques often is underestimated, although effective briefings
contribute to enhance crew standardization and communication.
In short, the briefing should encourage effective listening to attract the PNF’s attention.
The briefing should therefore be conducted when the workload and availability of the PNF
permit an effective communication.
Any aspect that may affect normal operation (e.g., system failures, weather conditions or other
particular conditions) should be carefully evaluated and discussed.
The briefing should help both the PF (giving the briefing) and the PNF (receiving and
acknowledging the briefing) understanding the sequence of events and actions, as well as the
special hazards and circumstances of the takeoff, departure, approach and landing (i.e., by
creating a common mental model of the takeoff or approach).
Whether anticipated or not, changes in an air traffic control (ATC) clearance, weather
conditions or landing runway require reviewing part of the initial briefing.
Timeliness Of Briefings

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Briefings should be conducted during low-workload periods. The takeoff Briefing should be
conducted while the aircraft is stationary (i.e., at the gate or other parking position).
Rushing during descent and approach is a significant factor in approach-and-landing incidents
and accidents. To prevent any rush in initiating the descent and the resulting increased
workload in conducting the approach, the descent preparation and the approach and go-
around briefings typically should be completed 10 minutes before reaching the top-of-descent.
Takeoff Briefing
The takeoff briefing is conducted by the crewmember designated as Pilot Flying (PF) for the
flight leg.
The takeoff briefing enables the PF to inform the PNF of the planned course of actions (i.e.,
expectations, roles and responsibilities, unique requirements) for both normal and abnormal
conditions during the takeoff phase.
A full takeoff briefing should be conducted on the first sector of the day, subsequent briefings
should be limited to the specific aspects of each individual airport / runway / takeoff / SID
conditions.
The takeoff briefing should be guided and illustrated by referring to the applicable FMS pages
and to the ND (e.g., to visualize the departure route and confirm the various data entries, …).
An expanded review of the items to be covered in the takeoff briefing – as practical and
appropriate for the conditions of the flight – is provided hereafter.
ATIS
Review the last ATIS message, including:
• Expected takeoff runway in use and SID:
• QNH / QFE;
• Transition altitude (if variable with QNH);
• Weather, OAT / Dew point;
• Wind and runway condition.
NOTAMs
Review and discuss takeoff and departure NOTAMs, as applicable, for possible operational
impact,
e.g.:
• Unserviceable navaids, change of departure routing, airspace restrictions,
and/or,
• Specific threats / hazards (e.g., work-in-progress on taxiways and/or runways,
obstructions,man-made obstacles, volcanic activity, …).
In case of any doubt on the contents or interpretation of a NOTAM, contact the Dispatch office
for confirmation.
Weather Briefing
Based on the weather briefing conducted by the dispatcher and on last ATIS information,
discuss the effect of prevailing weather conditions on takeoff and departure procedures (e.g.,
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in case of suspected wind shear, requirement for a takeoff alternate, use of engine and wing
anti-ice, ).
Dispatch Conditions ( MEL ) affecting Takeoff Performance
Review and discuss any dispatch condition (i.e., dispatch under MEL/DDG) that affects:
• Takeoff performance (i.e., takeoff weight and/or speeds); or,
• Fuel consumption
Takeoff Performance Limitations
Review and discuss prevailing takeoff performance limitation (e.g., runway, second segment,
obstacle) as well as any specific takeoff performance limitation (i.e., minimum climb gradient
during SID, non-standard turn, EOSID).
Weight and Balance Data - Load Sheet Review
Review weight and balance data.
Runway Condition and Wind
Confirm the expected takeoff runway, the runway condition and wind component.
Takeoff Data
Confirm the computed takeoff data for the prevailing conditions, i.e. :
• Slats / Flaps configuration;
• V-speeds (i.e., V1, VR, V2 – F, S, Green Dot speeds or V3, V4, VFTO);
• Thrust setting (i.e., TOGA or FLEX …); and,
• Confirm the air bleed configuration for takeoff, i.e.:
• Air-conditioning packs / engine anti-ice /wing anti-ice.
Noise Abatement Procedure (as applicable)
Review and discuss the applicable noise-abatement procedure, particularly if the noise
abatement procedure is not standard and / or not programmed in the FMS.
Departure Route ( SID )
Review and discuss the following elements, with reference to the FMS CDU, ND , FCU and
chart :
• First cleared altitude (if departure clearance available);
• Transition altitude;
• Routing (i.e., speed and/or altitude constraints, airspace restrictions, terrain / MSA);
• Specific procedures in case of loss of communication (NORDO); and,
• Special procedures or considerations, as applicable.
Navaids Setup – Use of Automation
Set navaids as required to fly and/or cross-check the correct tracking of the SID by the FMS,
or in readiness to fly the EOSID or for an immediate return.
Rejected Takeoff Briefing
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• Stop or Go Decision;
• Stop Actions; and,
• Go Actions.
Taxi to Active Runway
The taxi phase should be considered as a critical phase of flight and be carefully briefed.
Using the airport chart, perform a review of the expected taxi routes with special attention to
“hot spots” (i.e.,intersections where the risk of confusion and the resulting risk of taxiway or
runway incursion may exist).
Plan the execution of checks and actions to be performed during taxi in order to prevent
distraction by cockpit duties when approaching hot spots. Pay particular attention to temporary
situations such as work in progress, other unusual activity and recent changes in airport
layout.
When taxi instructions are received from ATC, PF and PNF should refer again to the airport
diagram to verbally agree on the assigned runway and taxi route, including instructions to hold
short of or cross an intersecting runway.
Be aware that the expectations established during the takeoff briefing can be significantly
altered with a different and unexpected taxi clearance (i.e., be prepared to follow the clearance
or instructions you actually received, and not the one you expected to receive).
As applicable, discuss the low-visibility taxi procedures and routes (if published) and the
characteristics of the airport surface movements guidance and control system (SMGCS).
Deviations from SOPs
Any intended deviation from SOPs or from standard calls should be discussed during the
briefing.
Briefing Confirmation during Taxi
Confirm the elements of the detailed takeoff briefing for possible changes (e.g. runway
change,
intersection takeoff, runway condition change, revised departure clearance).
Confirm the takeoff data or modify the aircraft configuration (i.e., flaps, bleeds), the thrust
setting (i.e.,FLEX or TOGA) and the FMS / FCU setup, as required.
Cruise Briefing
As practical, depending on the duration of the cruise phase, it is recommended performing a
structured cruise briefing – or repeated cruise briefings - covering the following aspects, as
applicable,e.g.:
• Strategy in case of engine failure (e.g., speed strategy depending on obstacles and
ETOPS/non-ETOPS nature of flight, preferred diversion airfield depending on aircraft
position); and and analyze the in-flight performance drift down altitude calculations data
opposite to MSA provided by OFP,FMC, Aeronautical charts to assure the terrain clearance
along the route or to alternate airport,
• Strategy in case of cabin depressurization (e.g., speed strategy) by EFB, OM-C
and FCOM
Approach Briefing

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FMS pages and ND should be used to guide and illustrate the briefing, and to confirm the
various data entries. The Landing performance calculations shall be performed to determine
sufficient landing distance with conditions of ETA and aircraft configuration to ensure safety
landing within the limits. An expanded review of the items to be covered in the approach
briefing – as practical and appropriate for the conditions of the flight – is provided hereafter.
Aircraft Status
Review the aircraft STATUS, as applicable (i.e., any failure or malfunction experienced during
the flight) and discuss the possible consequences in terms of operation and performance (i.e.,
final approach speed and landing distance).
Fuel Status
Review the fuel status:
• Fuel on board;
• Minimum diversion fuel; and,
• Available holding fuel and time.
ATIS
Review and discuss the following items:
• Runway in use (type of approach);
• Expected arrival route (standard terminal arrival [ STAR ] or radar vectors);
• Altimeter setting (QNH or QFE, as required),
• For international operations, be aware of the applicable altimeter setting unit
(hectopascals or inches-of-mercury);
• Transition level (unless standard transition levels are used in the country or for the
airport);
• Terminal weather (e.g., icing conditions, turbulence, suspected low-level
windshear, ceiling and visibility / RVR, …); and,
• Advisory messages (as applicable).
NOTAMs
Review and discuss enroute and terminal NOTAMs, as applicable, for possible operational
impact (e.g, unserviceable navaids, airspace restriction, obstructions / man-made obstacles
…) or additional threat / hazards.
Top-of-Descent Point
Confirm or adjust the top-of-descent ( TOD ) point, computed by the FMS, as a function of the
expected arrival (i.e., following the published STAR or expecting radar vectors). Be aware of
the resulting track-distance between the TOD point and the runway threshold.
Approach Chart
Review and discuss the following items using the approach chart and the FMS/ND (as
applicable):
• Designated runway and approach type (confirm the designated PF for the
approach, in line

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with company policy for the type of approach to be flown);

• Chart index number and date;
• Minimum Safe Altitude (MSA) - reference point, sectors and minimum sector safe
altitudes;
• Let-down navaid(s), type, frequency and identifier (confirm the correct setup of
navaids);
• Radio frequencies (discuss special procedures in case of loss of communications)
• Airport elevation;
• Approach transitions (IAF, IF, other fixes, holding pattern, altitude and speed
constraints/restrictions, required navaids setup);
• Final approach course (and lead-in radial, as applicable);
• Terrain features (location and elevation of hazardous terrain or man-made
obstacles);
• Approach profile view (i.e., including crossing altitudes) :
• Final approach fix (FAF);
• Final descent point (if different from FAF);
• Outer marker (OM), as applicable;
• Visual descent point (VDP), if indicated on approach profile or if computed by flight
crew;
• Missed-approach point (MAP);
• Typical vertical speed (V/S) for the expected final approach ground speed (GS);
and,
• Touchdown zone elevation (TDZE).
• Missed approach
• Lateral and vertical navigation; and,
• Speed restrictions.
Description of the Go Around Briefing
• Visibility/RVR minimums (and ceiling, as applicable);
• Descent/decision minimums:
• MDA(H) for non-precision approaches;
• Barometric DA(H) for CAT I ILS approaches; or,
• Radio-altimeter DH for CAT II and CAT III ILS approaches.
• Local airport requirement (e.g., noise restrictions on the use of thrust reversers,
etc).
Airport Chart / Diagram
Review and discuss the following items using the airport chart:
• Runway length, width and slope;

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• Approach and runway lighting, and other expected visual references;

• Specific hazards (as applicable); and,
• Intended turnoff taxiway.
If another airport is located in the close vicinity of the destination airport, relevant details or
procedures should be discussed for awareness purposes.
Use of Automation
Discuss the intended use of automation for vertical / lateral guidance and for speed guidance,
depending on FMS navigation accuracy (only for aircraft not equipped with GPS or if GPS
PRIMARY LOST is displayed):
• Use of FMS vertical navigation and lateral navigation or use of selected vertical
modes and
lateral modes; and,
• Step-down approach (if a constant-angle non-precision approach – CANPA - is not
available
or not possible).
Use of Aircraft Systems
Discuss the use of the following aircraft systems, depending on prevailing conditions:
• Nacelle / engine anti-ice;
• Wing anti-ice;
• Weather radar.
Landing and Stopping
Discuss the intended landing flaps configuration (if different from full flaps). Review and
discuss the following features of the intended landing runway:
• Surface condition (i.e., nature and depth of contaminant, as applicable);
• Intended use of autobrake (i.e., intended mode) and thrust reversers; and,
• Expected runway turn-off taxiway.
Taxi to Gate
The taxi phase should be considered as a critical phase of flight and be carefully briefed.
Review and discuss the following items:
• Anticipated taxiways to taxi to the assigned gate (e.g., back-track on active runway
or on
parallel runway, with special emphasis on the possible crossing of active runways, as
applicable);
• Non-standard lighting and/or marking of taxiways; and/or,
• Possible work in progress on runways and taxiways.
As required, this review and discussion can be delayed until after landing.
Go Around Briefing

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A detailed go-around briefing should be included in the descent-and-approach briefing,

highlighting the key points of the go-around maneuver and missed-approach, and the task
sharing under normal or abnormal / emergency conditions. The go-around briefing should
recall briefly the following key aspects:
• Go-around callout (i.e., a loud and clear go-around / flaps call);
• PF/PNF task sharing (i.e., flow of respective actions, including use of AP, speed
restrictions,go-around altitude, parameter-excessive-deviation callouts);
• Intended use of automation (i.e., automatic or manual go-around, use of FMS
lateralnavigation or use of selected modes for missed-approach);
• Missed-approach lateral navigation and vertical profile (e.g., speed limitations,
airspacerestrictions, highlighting obstacles and terrain features, …, as applicable);
and,
• Intentions (i.e., second approach or diversion) :
• In case of a second approach, discuss the type of approach (i.e., if a different
runway
• and/or type of approach is envisaged); and,
• Confirm the minimum diversion fuel.
It is recommended to briefly recall the main points of the go-around and missed approach
when established on the final approach course or after completing the landing checklist (as
deemed practical).
8.3.24. Emergency procedures
EMERGENCY- A distress or an urgency condition .
DISTRESS (MAYDAY) - A condition of being threatened by serious and/or imminent
danger and of requiring immediate assistance. Mayday should be used if airplane, you or
any passengers on board are in danger and need immediate assistance.
URGENCY (PAN-PAN) - A condition of being concerned about safety and of requiring
timely but not immediate assistance; a potential distress condition.
Pan-Pan is used when a safety problem exists, which might not necessarily be related to
your plane (eg if you see another aircraft/vehicle in danger or if you for example notice a
fire on ground). Pan-Pan therefore informs potential rescuers (including emergency
services and other craft in the area) that a safety problem exists whereas "Mayday" will
call upon them to drop all other activities and immediately initiate a rescue attempt.
Emergency Communications during a distress or an urgency condition.
SQUAWK 7700 -Make the initial call on the frequency in use, but if that is not possible call
on 121.5.
The distress/urgency message shall contain (at least) the name of the station addressed,
the call-sign, nature of the emergency, fuel endurance and persons on board; and any
supporting information such as position, level, (descending), speed and heading, and
pilot’s intentions.
8.3.24.1. Emergency descent
The pilot shall take the following steps in case of emergency descent as soon as
practicable in the order appropriate for the circumstance:

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a) navigate as deemed appropriate by the pilot;

b) advise the appropriate ATS unit of the emergency descent and, if able, intentions;
c) set transponder to Code 7700 and, if applicable, select the appropriate emergency
mode on ADS-B and/or ADS-C;
d) turn on aircraft exterior lights (commensurate with appropriate operating limitations);
e) watch for conflicting traffic both visually and by reference to ACAS (if equipped);
and
f) when emergency descent is complete, coordinate further intentions with the
appropriate ATS unit.
Note: Task sharing procedures can be found in FCOM, QRH for each type of aircraft
Unless specifically instructed by the ATS unit to clear the area or threatened by
immediate danger, the pilot shall take the following actions:
a) continue according to current clearance and maintain listening watch on the
frequency in use for any further instructions from the ATS unit; and
c)watch for conflicting traffic both visually and by reference to ACAS (if equipped).

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8.4. All Weather Operations (AWO)

General Flight Crew Considerations
Refer to the Low Visibility Operations Procedures Document for more and detailed
information.
All actions before taken should be confirmed by both pilots (Fuel Balance, route updates,
etc)
These techniques and procedures are intended to form a basis that Line Pilots should
follow, under operating conditions, so as to ensure maximum efficiency and safety in
operations. It is expected that when abnormal features are present in a particular
operation, pilots will use their professional judgment as the circumstances may require.
Such items as turbulence, icing, strong winds, and local terrain, would be obvious
examples of abnormal factors. Pilots shall consider the fleet related Flight Manual’s
demonstrated and recommended values as limitations for take-off, approach and landing.
All Weather Operations (AWO) consist in operating an aircraft in low visibility conditions.
The term AWO includes Low Visibility Takeoff (LVTO), landing Category II (Cat II), landing
Category III (Cat III) and Low Visibility Taxi (LV TAXI).
Weather limitations applied for AWO are called minima.
For each airport procedure, approved minima are indicated in the Jeppesen Airway
manual.
A Takeoff or Landing cannot be operated with minima below which the aircraft is certified,
the crew is rated and the usable runway aids are certified.
The limits of the aircraft are indicated in the Aircraft Flight Manual (AFM) The limit of
usable landing aids is the value of the DH/DA for the approach landing category.
These limits or operating minima must not be less than those imposed of the country
concerned and according to the type of flight.
8.4.1. Terminology
Terms used in this chapter and not further defined have the following meaning:
Fail-Passive Flight Control System:
A flight control system is fail-passive if, in the event of a single failure, there is no
significant out-of-trim condition or deviation of flight path or altitude but the landing is not
completed automatically. With a fail-passive automatic flight control system the pilot
assumes control of the aircraft after a failure.
Fail-Operational Flight Control System:
A flight control system is fail-operational if, in the event of a failure below alert height, the
approach, flare and landing can be completed by the remaining part of the automatic
system. In the event of a failure, the automatic landing system will operate as a fail-
passive system.
Hybrid systems are considered to be fail-operational if, in the event of a failure below
decision height, the landing can be completed either by the pilot, using head up guidance
or by the landing system itself.
Low Visibility Procedures (LVP)

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Procedures applied at an aerodrome for the purpose of ensuring safe operations during
Category II and III approaches and Low Visibility Takeoffs.
Low Visibility Takeoff (LVTO)
A takeoff on a runway where the RVR is less than 400 m.
8.4.2. CAT II Operations
A Category II approach is a precision instrument approach and landing with decision
height lower than 200ft (60m) but not lower than 100ft (30m) and a runway visual range
not less than 300m (1000ft).
The main objective of CAT II operations is to provide a level of safety equivalent to other
operations, but in more adverse weather condition and lower visibility.
CAT II weather minima has been established to provide sufficient visual references at DH
to permit a manual landing (or a missed approach) to executed (this does not mean that
the landing must be made manually).
8.4.3. CAT III Operations
(Refer to AAR-OPS1 4.13)
A CAT III operation is a precision approach at lower than CAT II minima.
A Category III A approach is a precision instrument approach and landing with a decision
height lower than 100ft (30m) and a runway visual range (RVR) not less than 574ft
(175m).
Decision Height is 50ft and RVR is 200m. for all AZAL fleets.
The main objective of CAT III operations is to provide a level of safety equivalent to other
operations but in the most adverse weather conditions and associated visibility.
In contrast to other operations, CAT III weather minima do not provide sufficient visual
references to allow a manual landing to be performed. The minima only permit the pilot to
decide if the aircraft will land in the touchdown zone and to ensure safety during roll-out.
Therefore an automatic landing system is mandatory to perform CAT III operations. Its
reliability must be sufficient to control the aircraft to touchdown and roll-out to a safe taxi
speed in operations CAT IIIA.
Note: An automatic landing system is only an equipment providing automatic control of the aircraft during the
approach and landing and is not related to particular weather conditions.
This system is mandatory for all CAT III operations. However, it is a common practice to
perform automatic landing in good visibility but in that case, the ILS performance must be
sufficient and ILS signals protected.
8.4.4. Decision Height (DH)
Decision height is the wheel height above the runway elevation by which go-around must
be initiated unless adequate visual reference has been established and the aircraft
position and approach path have been assessed as satisfactory to continue the approach
and landing in safety. In this definition, runway elevation means the elevation of the high
point in the touchdown zone. According to the JAA, the DH recognition must be by means
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8.4.4.1. Decision Height Concept

Decision height is a specified point in space at which a pilot must make an operational
decision. The pilot must decide if the visual reference adequate to safety continue the
approach have been established.
 If the visual references have not been established, a go-around must be executed.
 If the visual references have been established, the approach can be continued.
However, the pilot may always decide to execute a go-around if sudden degradations in
the visual references or sudden flight path deviation occur.
In Category II operations, DH is always limited to 100ft or Obstacle Clearance Height
(OCH), whichever is higher. In Category III operation with DH, the DH is lower than 100 ft
(typically equal to 50ft for a fail passive automatic landing system).
The DH is measured by means of radio-altimeter. When necessary, the published DH
takes into account the terrain profile before runway threshold.
8.4.4.2. Visual References at DH
A pilot may not continue the approach below DH unless a visual reference containing not
less than a 3 light segment of the centreline of the approach lights or runway centreline or
touchdown zone lights or runway edge lights is obtained.
8.4.5. Alert Height (AH)
An Alert Height is a height above the runway, based on the characteristics of the aircraft
and its fail-operational automatic landing system, above which a Category III approach
would be discontinued and a missed approach initiated if a failure occurred in one of the
redundant parts of the automatic landing system, or in the relevant ground equipment.
8.4.5.1. Alert Height Concept
Alert height (AH) is a height defined for Category III operations with a fail-operational
landing system.
Above AH, a go-around must be initiated if a failure affects the fail-operational landing
system. The list of these failures is mentioned in the AFM/FCOM.
Below AH, the approach will be continued (except if AUTO LAND light illuminates). The
AH is evaluated during aircraft certification. The AH is only linked to the probability of
failure (s) of the automatic landing system.
8.4.6. Runway Visual Range
Runway Visual Range (RVR) is the range over which a pilot of an aircraft on the centreline
of the runway can see the runway surface markings, the lights delineating the runway or
identifying its centreline.
Categories II and III operations require rapidly updated and reliable report of the visibility
conditions which a pilot may expect to encounter in the touchdown zone and along the
runway.
RVR measurements replace the use of Reported Visibility Values (RVR) which is not
appropriate for conditions encountered during the final approach and landing in low
visibility, because the visibility observation are often several miles away from the
touchdown zone of the runway.

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Note: RVR is not the Slant Visual Range (SVR). SVR is the range on which pilot of an aircraft in the final
stages of approach or landing can see the markings or the lights as described in RVR definition.
8.4.6.1. Runway Visual Range Measurements
For Category II and Category III operations, the RVR measurements as provided by a
system of calibrated Transmissiometers and account for the effects of ambient background
light and the intensity of runway lights.
Transmissiometers systems are strategically located to provide RVR measurements
associated with three basic portions of a runway :
 The touchdown zone (TDZ),
 The mid-runway portion (MID), and
 The rollout portion or stop end.
For Category II operations, and some Category III operations (basically CAT III A), only
two measurements are mandatory. But for CAT III operations with the lowest weather
minima, the three measurement are normally required.
8.4.7. Minimum Approach Break Off Height (MABH)
The Minimum Approach Break-off Height (MABH) is the lowest height above the ground,
measured by radio altimeter, such that if a missed approach is initiated without external
references:
 In normal operation, the aircraft does not touch the ground during the procedure
 With an engine failure during a missed approach, it can be demonstrated that
taking this failure probability, an accident is extremely improbable. Refer Aircraft
Low Visibility Operations Manual for correct values.
8.4.8. Operating Minima
8.4.8.1. CAT II Automatic Approach
The DH is determined as the higher of:
 the published OCH,
 the minimum DH applicable to the flight crew,
 100ft.
The minimum RVR is a function of the DH and is indicated below:
 minimum DH 100 ft
 minimum RVR 300 m
8.4.8.2. CAT III Automatic Approach and Landing
CAT IIIA with 50 ft DH
For CAT IIIA operations the minima are:
 minimum DH 50 ft
 minimum RVR 200 m
Touchdown transmissiometer must indicate a RVR above listed minimum.

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Procedures recommend the use of both approaches, but if one is not operative, CAT III
SINGLE can be performed with the same minima(A-319/320/340).
If roll-out cannot be used or is inoperative, CAT IIIA automatic approach and landings can
still be conducted provided that the AP is disconnected at touchdown.
8.4.9. Flight Preparation
In addition to normal flight preparation, the following planning and preparation must be
performed when CAT II or CAT III approaches are envisaged.
8.4.9.1. Review of NOTAMS
Make sure that the destination airport still meets visual or non-visual CAT II or CAT III
requirements :
 Runway and approach lighting,
 Radio navaid availability.
 RVR equipment availability, etc.
8.4.9.2. Aircraft Status
Check that the required equipment for a CAT II or CAT III approach is operative. The
required equipment list is given in the FCOM, in the AFM and also in the CAT II/CAT III
checklist.
When the aircraft log book is available, confirm that no write-up during previous flights
affects equipment required for CAT II / CAT IIIA maintenance release statement for CAT
II/CAT III may be indicated in the log book according to airline policy.
8.4.9.3. Crew Qualification
Both, CAPT and F/O must be qualified and current.

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8.4.9.4. Wind limitations

The tables below show recommended wind component for limitations for takeoff,
approach, landing and also adress operations when runway is contaminated / visibility is
degraded and aircraft stopping capability is degraded
AIRBUS 319/320
Runway Surface Take-Off / Landing Maximum Wind Components
Conditions Headwind Crosswind Tailwind
Good & above 38 kt. / 38 kt.
Take-off: 10 kt.(A319)
Good to medium 29 kt. / 29 kt.
15 kt.(A320)
Medium No Limit 25 kt. / 25 kt.
Landing: 10 kt.(A319)
Medium to poor 20 kt. / 20 kt.
15 kt.(A320)
Poor 15 kt. / 15 kt.
Autoland 30 kt. 20 kt. 10 kt.
AIRBUS 340
Runway surface Take-off / landing maximum wind components

conditions Headwind Crosswind Tailwind
Medium No limit 20 kt. / 20 kt. 15 kt. / 10 kt.
Autoland 30 kt. 23 kt. 10 kt.

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BOEING 757

Medium No limit 25 kt. / 25 kt.
10 kt.
Autoland 25 kt. 25 kt.
BOEING 767

15 kt.

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BOEING 787

15 kt.
EMBRAER 170 / 190

Dry runway 38 kt.
Wet runway 31 kt.
Runway with
20 kt.
compacted snow
Runway with No limit
standing 10 kt.
18 kt.
water/slush/wet
snow/dry snow
Runway with ice
12 kt.
(including wet ice)

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The following table is an abbreviated version of the Matrix for runway condition
assessment in terms of Takeoff and Landing Performance Assessment Aviation Rules
Committee (TALPA) categories and contained in AC 25-32. The runway condition
descriptions and codes are aligned with control/braking action reports.
Runway condition assessment

Runway condition description Control /braking action
Dry
Frost
Wet (includes damp and 1/8" (3mm) depth or less of
water)
1/8" (3mm) depth or less: Good
Slush
Dry snow
Wet snow
-15°c and colder oat: Good to

Compacted snow Medium
Slippery when wet (wet runway)
Dry or wet snow (any depth) over
Compacted snow
Greater than 1/8" (3mm) depth:
Medium
Dry snow
Wet snow
Warmer than -15°c oat:
Compacted snow
Greater than 1/8" (3mm) depth: Medium to
Water
Slush Poor
Ice Poor
Wet ice
Water on top of compacted snow Nil
Dry snow or wet snow over ice

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Braking Action Reports

Reported RWY friction
Reported braking action Equivalent RWY condition
coefficient
Good & above 0.40 Dry, damp
Good to medium 0.39 – 0.36 Wet
Medium 0.35 – 0.30 Snow-no melting slush
Medium to poor 0.29 – 0.26 Standing water
Poor 0.25 or less Ice – no melting
Braking coefficient
Braking action Russian braking
Icao braking coefficient
coefficient
Good & above 0.40 0.42
Good / medium 0.39 – 0.36 0.41 – 0.40
Medium 0.35 – 0.30 0.39 – 0.37
Medium / poor 0.29 – 0.26 0.36 – 0.35
Poor 0.25 or less 0.34 or less

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8.4.9.5. Fuel Planning

Additional extra fuel should be considered for possible approach delays.
8.4.9.6. Head Up Display
Head Up Display(HUD)
The Head Up Display (HUD) is a display system that allows a pilot to maintain head-up,
eyes-out during all phases of flight while still monitoring performance and flight path
guidance information. HUD use is encouraged at all times as it enhances the crew
capability to monitor the airplane’s behavior and performance while maintaining visual
lookout. There are no restrictions on the use of the HUD.
Airplanes equipped with dual HUDs allow the PM full awareness of the airplane
performance and flight guidance information in the same format as the PF. This provides a
quicker understanding of the actions taken by the PF which allows more time for the
remainder of the required crosschecks. This head-up, eyes-out monitoring ability for both
pilots is one of the main differences between airplanes equipped with dual HUDs and
those airplanes equipped with a single HUD.
New HUD users may notice a tendency to focus attention on one layer of information (e.g.,
the HUD symbology) at the expense of the other (e.g., the outside environment). The
following techniques will help crews to gain the best use from the HUD:
- adjust the brightness so the pilot can see the symbology on the HUD and can see
through it
- the PF looks through the HUD symbology to use normal outside cues
- the PM uses a continual scan technique
- pilots will be less susceptible the more they use the HUD and practice the attention
shifting techniques.
The HUD may be used at any altitude. The horizon line on the HUD is only aligned with
the actual horizon at 0 ft. AGL. As altitude increases, a separation between the actual
horizon and the horizon line on the HUD is visible. This separation is due to the curvature
of the earth. At cruising altitudes, there can be a significant separation between the
horizon line on the HUD and the actual horizon.
8.4.10. Approach Preparation
8.4.10.1. Aircraft Status
 Check that required equipment for CAT II or CAT III approach are operative. The
required equipment list is given in FCOM and in the AFM and also list in the CAT
II/III checklist.
 When the aircraft log book is available, confirm that no write-up during previous
flights affects equipment required for CAT II/III. Maintenance release statement for
CAT II/III should be indicated in log book according to AZAL CAT II/III
maintenance procedures manual.

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8.4.10.2. Weather
Check weather conditions at destination and at alternates. Both TDZ and MID RVR values
must be available for CAT II/III approaches. The selected alternate must have weather
conditions equal to or better than CAT I.
8.4.10.3. Approach Ban
The final approach segment will not be continued beyond the OM or equivalent DME
distance if the reported RVR is below the published minima for TDZ and MID
Transmissiometers. After OM or equivalent, if RVR (falls below the applicable minimum)
becomes lower than the minima, the approach may be continued.
8.4.10.4. ATC Calls
Clearance to carry out a CAT II or CAT III approach must be requested from ATC, who will
check the status of the ILS and lighting and protect the sensitive areas from incursion by
aircraft or vehicles. Such an approach may not be undertaken until the clearance has been
received.
Before the outer marker, RVR values from TDZ, MID (and ROLLOUT when available),
must be transmitted. The approach chart will confirm the required minimum values.
8.4.10.5. Seat Position
The correct seat adjustment is essential in order to take full advantage of the visibility over
the nose.
8.4.10.6. Use of Landing Lights
At night in low visibility conditions, landing lights can be detrimental to the acquisition of
visual references.
Reflected light from water droplets or snow may actually reduce visibility. Landing lights
would therefore not normally be used in CAT II or CAT III weather conditions.
8.4.10.7. CAT II or CAT III Crew Briefing
The briefing should include the normal items as for any IFR arrival and in addition to the
following subjects should be covered prior to the first approach :
 Destination and alternate weather,
 Airfield and runway operational status CAT II / CAT III, etc.
 Aircraft systems status and capacity,
 Brief review of task sharing,
 Review approach procedure (stabilized or decelerated),
 Review applicable minima (performance page), go-around procedure, ATC calls,
 Brief review of procedure in case of malfunction below 1000ft.
 Optimum seat position and reminder to set cockpit lights when appropriate
8.4.11. Approach Procedures
The procedures given in the FCOM for CAT II (for G550/650) and CAT III (for
B757/767/787, A319/320/340, EMBRAER 170/190) approaches make the best use of the

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automatic system of the aircraft. According to AZAL’s policy CAT II / III approaches will be
performed by the Captain.
8.4.11.1. Task Sharing
AZAL task sharing for a CAT II / CAT III approach is that CM-1 is PF and CM-2 is PNF.
The workload is distributed in such a way that the PF primary tasks are supervising and
decision making, and the PNF primary task is monitoring operation of the automatic
system.
In summary the tasks are shared as follows:
For all CAT II and CAT III operations
CM 1:
 Has hands on controls and thrust levers throughout the approach, landing or go-
around;
 Makes FCU selections (if any) ;
 Takes manual control in the event of AP disconnection ;
 Monitors flight instruments.
Approaching DH:
 Starts to look for visual references, progressively increase external scanning as DH
is approached
At or before DH (if decision is to continue):
 Calls "LANDING" ;
 Scans mostly head-up to monitor the flight path on flare for CAT II or CAT III A or
by visual references;
 Monitors thrust reduction and for A-319/320/340, at "RETARD" call-out, sets thrust
levers to idle ;
 Selects and controls reverse thrust ;
 Disengages autopilot when taxi speed is reached.
 Monitor roll out after landing.
CM2:
 Monitors flight instruments head-down throughout approach, go-around or landing
until roll-out is completed ;
 Calls any deviation or failure warning ;
 Calls barometric heights as required, and monitors auto call-out or calls radio
heights including "100 above"
At DH (identified by aural and visual warning):
 If decision is not announced by CM1, calls "MINIMUM" ;
 If no response from CM1, initiates a go-around.

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8.4.11.2. Operations with DH

It should be stressed that the DH is the lower limit of the decision zone during which, in
limiting conditions, the CM1 will be assessing the visual references. CM1 should come to
this zone prepared for a go around but with no pre-established judgment. CM1 should
make a decision according to the quality of the approach and the way the visual
references develop as DH is approached.
8.4.11.3. CAT II Operations
In CAT II operations the conditions required at DH to continue the approach are that the
visual references should be adequate to monitor the continued approach and landing, and
that the flight path should acceptable. If both these conditions are not satisfied, it is
mandatory to initiate a go around.
The visual references required at DH in CAT II operations to continue the approach may
be any of the following :
 A segment of the approach light system,
 The runway threshold,
 The touchdown zone.
8.4.11.4. CAT III Operations
In CAT III operations with DH, the condition required at DH is that there should be visual
references which confirm that the aircraft is over the touchdown zone. Go-around is
mandatory if the visual references do not confirm this.
8.4.11.5. Operations with DH-before Touchdown
If the decision to continue has been made and the visual references subsequently become
insufficient (for the appropriate category), or the flight path deviates unacceptably go-
around must be initiated (a go-around initiated below the MABH, whether auto or manual,
may result in ground contact).
8.4.11.6. Operations with DH-after Touchdown
If the visual references are lost after touchdown, a go-around should not be attempted.
The roll-out should be continued with AP in ROLL-OUT mode down to taxi speed.
8.4.12. Failures and Associated Actions
In general there are three possible responses to the failure of any system, instrument or
element during the approach.
 CONTINUE the approach to the planned minima.
 REVERT to higher minima and proceed to a new DH (above 1000´ft)
 GO AROUND and reassess the capability.
The nature of the failure and the point of its occurrence will determine which response is
appropriate.
8.4.12.1. Above 1000´ft AGL
As a general rule, if a failure occurs above 1000ft AGL the approach may be continued
reverting to a higher DH, providing the appropriate condition are met (refer to
"Downgrading Condition" here after)

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8.4.12.2. Below 1000´ft AGL

If below 1000´ft the occurrence of any failure implies a go-around, and a reassessment of
the system capability. Another approach may then be undertaken to the appropriate
minima for the given aircraft status.
It has been considered that below 1000´ft, not enough time is available for the crew to
perform the necessary switching, to check system configuration and limitations and brief
for minima.
8.4.12.3. Abnormal Procedures
Any change of flight modes, engine thrust/power or system settings (status) shall be
clearly announced by the pilot who ordered or executed the new setting and shall be
acknowledged by the other pilot.
Before the actuation of any critical aircraft system controls as defined by the AOM or
below, like:
 engine thrust levers;
 fuel master or control switches;
 engine fire handles or switches;
 engine fire extinguisher switches;
 IDG/CSD disconnect switches,
there shall be a crosscheck and verbal confirmation by two flight crew members (dual
response).
The required procedures following failures during CAT II or CAT III approaches are
provided in the Approved Flight Manual (AFM). These procedures have been established
and approved during the aircraft CAT II and CAT III certification.
A simplification of the AFM abnormal procedures was desirable for actual operation.
Therefore, these simplified abnormal procedures, which are necessarily more
conservative, are published in the QRH.
8.4.12.3.1. Circuit Breaker Resetting Procedures
On the Ground: Reset of a tripped circuit breaker by the flight crew should be done after
maintenance has determined that it is safe to reset the circuit breaker.
In Flight: The flight crew shall not reset a tripped circuit breaker in flight, unless doing so
is consistent with explicit procedures specified in the approved operating manual used by
the flight crew. However, a tripped circuit breaker may be reset once, after a short cooling
period (approximately 2 minutes) in the judgement of the captain (except fuel pump and
fuel quantity indicating system circuit breaker), if resetting the circuit breaker is
necessary for the safe completion of the flight.
8.4.12.4. ATC Procedures
CAT II and CAT III operations require special procedures for the ATC and all services on
the aerodrome (maintenance, security). They are often referred to under the generic name
of Low Visibility Procedures. Each aerodrome authority develops its own procedures with
the ICAO All-Weather Document or ECAC n 17 as a possible aid. It is very difficult to

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provide in this paragraph a complete view of all those procedures. To be perfectly

informed of all aspects it is preferable to refer to the two documents mentioned above.
Main procedures to be established are :
 Procedures for ATC to be quickly informed of all degradations in ILS performance
and to inform the pilot if necessary,
 Procedures for ATC to be quickly informed of all degradations in visual aids and to
inform the pilot if necessary,
 Procedures for the protection of the Obstacle Free Zone (OFZ) by the control of
ground movements,
 Procedures for the protection of the ILS critical area and the ILS sensitive area by
control of ground movements and adequate separation between two aircraft on
approach or one aircraft on approach and another taking-off,
 Procedures for meteorological services,
 Procedures for maintenance,
 Procedures for security.
8.4.12.5. ATC Clearance
Clearance to carry out a CAT II or III approach must be requested from ATC, who will
activate the Low Visibility Procedures, i.e. prepare the airfield and assure appropriate
aircraft separation. Such an approach may not be undertaken until the clearance has been
received. It is also recommended that ATC be informed when a automatic landing is
intended to be performed, to ensure, whenever possible, the same protection even in CAT
1 or better conditions.
8.4.13. Low Visibility Takeoff (LVTO)
Takeoff with RVR less than 400 m is considered as LVTO by AAR-OPS1.
The maximum RVR at Takeoff is quite independent of the aircraft type and aircraft
equipment except for very low RVR.
The Takeoff minima is mainly determined by the airport installation (runway lighting
system, RVR measurement system,....)
8.4.13.1. LVTO with RVR between 400m and 150m
The minimum RVR in this range of value is a function of the aircraft category and of the
runway equipment.
A-319/320, Embraer 170/190 and B-757 aircraft are in approach category C, A-340 / B-
767 / B-787 aircraft is in approach category D. For this aircraft category, the JAR OPS
provides the following minima:
GROUND FACILITIES RVR
Nil (day only) 500m
Runway edge lighting and/or centerline 250m
marking (for night, edge and runway end lights
are required)
Runway edge and centerline lighting 200m
Runway edge and centerline lighting and 150m

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multiple RVR information

Note: The requested RVR value representative of the initial part of the takeoff run can be replaced by pilot
assessment. No operational approval is required to perform LVTO with these minima according to AAR-
OPS1.
8.4.13.2. LVTO with RVR 150m
AZAL has obtained approval 150 m RVR for all types.
Among the conditions which must be met, one is related to the aircraft type.
Additional requirements are as follows :
 Low Visibility Procedures are in force.

 High intensity runway centerline lights spaced 15m or less and high intensity edge
lights spaced 60m or less are in operations.
 Flight crew members have satisfactorily completed a training in a simulator
approved for this procedure.
 A 90 m visual segment is available from the cockpit at the start of the take-off run;
and ;
 The required RVR value has been achieved for all of the relevant RVR reporting
points
8.4.14. Controlled Flight Into Terrain (CFIT) Hazard
CFIT is defined as an event in which a mechanically normally functioning aircraft is
inadvertently flown into the ground, water or an obstacle. CFIT has been and continues to
be the dominant reason for accidents involving aircraft hull losses and fatalities.
The Flight Safety Foundation established a CFIT Task Force and outlined
recommendations in order to reduce the risk of CFIT, these recommendations are included
into our company SOPs below.
8.4.14.1. CFIT Training
The cause of CFIT is lack of flight crew's vertical and/or horizontal situational awareness.
Simulator training includes recognition of potential CFIT situations and actions to avoid
this. For more information Refer to: OM Part D.
8.4.14.2. Use of Automation
Proper use of automation reduces workload and significantly improves flight safety. To
assist in preventing CFIT, the proper use of automation (autopilot, auto throttle) is
encouraged during all types of approaches in IMC. (Refer to: 8.3.20.1. Use of Automation)
8.4.14.3. Route and Aerodrome Competence
Flight crews shall be well prepared for CFIT critical conditions, both en-route and at
aerodromes (including alternates), therefore the company has established route and
aerodrome competence training.
8.4.14.4. Use of Checklists
Incidents and accidents have occurred as a result of no completion of relevant checklists.
All checklists shall be completed early in the approach phase to minimize distraction while

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manoeuvring close to the ground. Company requirements regarding use of checklists are
described in Ch 8.3.2 of this manual.
8.4.14.5. Acceptance of ATC Clearances
If any doubts arise that the given ATS clearance will not guarantee a required terrain
clearance relative to the known position, the ATS clearance shall be refused with the
wording: "Unable to comply due to terrain clearance", and further instructions should be
requested.
8.4.14.6. Maximum Rate of Descent
Limitations regarding maximum rate of descent are set to:
 prevent overshooting of assigned altitude;
 not penetrate MSA;
 assist ATC.
Descent below 10 000 feet altitude shall be planned/executed with the vertical speed not
more than 3 000 ft/min. ATC radars are not able to provide precise a/c current altitude to
controllers if the rate of descent is greater.
Within 1000 ft of a new assigned altitude the rate of descent shall be 1 000 ft/min or less.
8.4.14.7. Descent below MSA, MORA
Descent below MSA or MORA is allowed only if cleared by controller for:
 lower altitude when under Radar Vectoring;
 instrument approach and approach procedure is being followed as published on the
IAL chart is followed;
 visual approach during daylight.
 visual approach during night / twilight when descent not below desired glide path is
ensured by use of ILS or DME.
If, however, descending below minimum safe altitude not in accordance with requirements
listed above, PNF shall call out "Descending below MSA" and PF shall take appropriate
actions to return to minimum safe altitude.
8.4.14.8. Crew Briefings
Many of CFIT accidents show lack of flight crew communication, when pilot not flying don't
know or understand the intentions of the flying pilot. Therefore takeoff and approach
briefings shall be conducted. Company requirements and guidelines for takeoff and
approach briefings are described in Ch 8.1.4.7 and Ch 8.4.16.9 of this Manual.
8.4.14.9. Monitored Approach Procedure
The majority of CFIT incidents/accidents are known to occur in IMC and in night when pilot
flying also lands the aircraft. In order to enhance transition from instrument approach to
visual landing in marginal weather conditions monitored approach procedure are
established (Refer to respective AOM).

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8.4.15. Stabilised Approach

Unstable approaches contribute to many incidents/accidents. Flight crew shall establish a
stabilized approach profile for all instrument and visual approaches. Criteria for stabilized
approach are given in the AOM.
Maintaining a stable speed, descent rate , and vertical/lateral flight path in landing
configuration below 1000´f AGL for IFR, and 500´ft for VFR approaches is commonly
referred to as the stabilized approach concept.
Any significant deviations from the planned flight path , airspeed, or descent rate should be
announced.
All approaches shall be stabilized not less than 1000 feet above airport elevation in IMC
and not less than 500 feet above airport elevation in VMC.
An approach is considered stabilized when all of the following criteria are met:
 the aircraft is on the correct flight path;
 only small changes in heading/pitch are required to maintain the correct flight path;
 the aircraft speed is not more than Vref+20 knots IAS and not less than Vref;
 the aircraft is in the correct landing configuration;
 sink rate is no greater than 1000 FPM; if an approach requires a sink rate greater
than 1000 FPM, a special briefing should be conducted ;
 power setting is appropriate for the aircraft configuration;
 all briefing and checklists have been conducted.
Specific types of approaches are stabilised if they also fulfil the following:
 ILS approaches should be flown within 1 a dot of the glide slope and localizer, or
within expanded localizer scale
 during a circling approach , wings should be level on final when the aircraft
reaches 300 feet AAL.
Stabilised approach shall ensure the flight crew manoeuvres the aircraft so as to
touchdown within the touchdown zone or other defined portion of the runway.
NOTE: Do not attempt to land from an unstabilised approach below 1000 feet AAL in IMC or below 500 feet
AAL in VMC.
Execute an immediate Go-Around!
The decision to execute a go-around is no indication of poor Crew performance!
8.4.16. Constant-angle Non-precision Approach (CANPA)
Planning and conducting a non-precision approach are challenging tasks that involve:
 Decision making on strategies and options;
 Task-sharing;
 Crew resource management (e.g., crew coordination, cross-check and backup);
and,

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 Controlled-flight-into-terrain (CFIT) risk awareness (e.g., awareness of the

requirement for immediate response to a ground-proximity warning system
[GPWS] warning or a terrain awareness and warning system [TAWS] warning).
Non-precision approaches have common features but require approach-specific
techniques, depending on the navaids being used or on the strategy being used for:
 Lateral navigation and vertical navigation;
 Descent from the final approach fix (FAF) to the minimum descent altitude/height
(MDA(H)); and,
 Decision making before or upon reaching the MDA(H).
Note: The charted MDA(H) is referenced either to the touchdown zone elevation (TDZE) or to the airport
elevation, which is the highest point in the landing area. The International Civil Aviation Organization (ICAO)
defines MDA(H) as: obstacle clearance altitude/height (OCA(H)) plus 30 feet.
Definition
A non-precision approach is an instrument approach that does not incorporate vertical
guidance (i.e., no glideslope).
This discussion will include non-precision instrument approaches that use the following
navaids: nondirectional beacon (NDB), very-high-frequency omnidirectional radio (VOR),
localizer (LOC), VOR-DME (distance-measuring equipment), LOC-DME and LOC back
course (BC).
Instrument approaches normally include three approach segments:
 Initial approach:
• Beginning at an initial approach fix (IAF) and ending at the intermediate fix (IF),
if defined; and,
• With obstacle clearance of 1,000 feet;
 Intermediate approach:
• From the IF to the final approach fix (FAF); and,
• With obstacle clearance of 500 feet; and,
 Final approach:
• From the FAF to the MDA(H), visual descent point (VDP) or missed approach
point (MAP); and,
• With obstacle clearance of 250 feet.
During the intermediate approach, the aircraft is configured for the final approach as
follows:
 Configuration established (landing flaps and landing gear extended);
 Airspeed stabilized at the final approach speed;
 Aircraft aligned with the final approach course; and,
 Landing checklist and briefings completed.
The CANPA final approach features a constant-angle descent using the vertical-speed
mode or the flight-path vector (as available), with altitude-distance checks.

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8.4.16.1. VDP Concept

The VDP is the location at the MDA(H) where the aircraft can be flown on approximately a
three-degree glide path to the runway (Figure 1).
The VDP location is defined by:

 Distance from a VOR-DME or LOC-DME; or,
 Time from the FAF.
The VDP should be considered the last point from which a stabilized approach can be
conducted.
8.4.16.2. CANPA Benefits
Traditional step-down approaches are based on an obstacle clearance profile; such
approaches are not optimum for modem turbine aircraft and turboprop aircraft.
Flying a constant-angle approach profile:
 Provides a more stabilized flight path;
 Reduces workload; and,
 Reduces the risk of error.
8.4.16.3. Strategies and Options
Planning for a non-precision approach requires several decisions on the following
strategies and options:
 Lateral navigation:
• Use of selected modes (heading or localizer); or,
• Use of the flight management system (FMS) lateral-navigation (LNAV) mode
down to MDA(H) or until LOC interception;

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 Vertical navigation:
• Use of selected modes (altitude hold and vertical speed); or,
• Use of the FMS vertical-navigation (VNAV) mode down to the FAF (or beyond,
as applicable in accordance with the aircraft operating manual [AOM]/quick
reference handbook (QRH), and use of the vertical-speed mode down to the
MDA(H); and,
 Final descent from the FAF:
• Constant-angle descent with the decision made before or upon reaching
MDA(H).
A non-precision approach may be conducted using either:
 Lateral-navigation guidance, with monitoring of raw data;
 Raw data only;
 Flight-path director, with or without the autopilot (AP) engaged; or,
 Raw data supported by the flight-path vector (as available on the primary flight
display (PFD) or head-up display (HUD).
A non-precision approach may be conducted with the AP engaged.
The autothrottle system should remain in the "speed" mode.
8.4.16.4. CFIT Awareness
During the final descent to the MDA(H), both pilots must monitor the flight path to ensure
that descent is not continued through a charted step-down altitude before reaching the
associated charted fix (DME distance or other reference).
A GPWS/TAWS warning in instrument meteorological conditions (IMC) or night conditions
demands an immediate pull-up maneuver.
8.4.16.5. Descending Below MDA(H)
During a non-precision approach, the pilot flying (PF) is either hand-flying the aircraft or
supervising AP operation; the pilot not flying (PNF) is responsible for acquiring and calling
out the visual references.
Continuing the approach below the MDA(H) is permitted only if at least one of the required
visual references is distinctly visible and identifiable by the PF.
A non-precision approach is completed visually with a hand-flown landing, or a go-around
is conducted.
8.4.16.6. SOPs and Standard Calls
Task-sharing, standard calls and altitude-deviation and parameter-deviation calls are
especially important during a non-precision approach.
The following overview outlines the actions and standard calls required by standard
operating procedures (SOPs) and illustrates the typical phases of the approach and the
sequence of decisions involved in a non-precision approach.

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8.4.16.7. Descent/Approach Preparation

 Anticipate and confirm the runway in use and the type of approach to be
conducted;
 Define the approach strategy for lateral navigation:
• Select heading mode and raw data (or VOR mode, if allowed for navigation in
terminal areas); or,
• Select FMS LNAV mode with monitoring of raw data, provided that the
approach is defined in the FMS navigation database and that FMS navigation
accuracy meets the criteria for approach;
 Define the approach strategy for vertical navigation:
• Vertical-speed mode; or,
• FMS VNAV mode down to the FAF (or beyond, as applicable, in accordance
with the AOM/QRH), then vertical-speed mode down to the MDA(H);
 Insert the desired standard terminal arrival (STAR) and approach (from the
database) in the FMS flight plan;
 Enter the descent winds and surface winds on the appropriate FMS page, as
applicable;
 Enter the landing configuration and wind correction on the appropriate FMS page,
as applicable;
 If the VNAV mode is authorized after the FAF, enter the MDA(H) on the
appropriate FMS page, as applicable;
 Set up navaids (identify, as required); and,
 Plan the descent to reach the IAF at the prescribed altitude and planned airspeed.
8.4.16.8. Approach Briefing
 Check FMS navigation accuracy (usually by ensuring that the FMS
bearing/distance to a tuned VOR-DME and the radio magnetic indicator (RMI) raw
data agree according to criteria defined in SOPs) and confirm strategies for lateral
navigation and vertical navigation (i.e., FMS or selected guidance);
 Review terrain features, location of obstacles and obstacle clearances;
 Confirm the minimum safe altitude (MSA);
 Review the approach procedure (altitudes, bearings and headings);
 Review the approach vertical profile (step-down altitudes) and MDA(H);
 Set and check the MDA(H) on the barometric-altimeter bug;
 Review the expected visual references (approach lighting and runway lighting);
 Review the missed approach procedure;
 Confirm the timing from the FAF to the MAP or to the VDP, or confirm the DME
reading for the VDP;
 Confirm the navaids (frequencies, courses and identifications );

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 Compute the expected groundspeed;

 Confirm the published vertical speed or computed vertical speed for the final
descent; and,
 Confirm use of the flight director (FD) or the flight path director (as applicable).
8.4.16.9. Before Reaching the IAF/Holding Fix
 Keep the AP engaged with FMS or selected lateral-navigation mode and vertical-
navigation mode, as desired;
 Keep both navigation displays (NDs) in "MAP" mode (unless FMS navigation
accuracy is greater than one nautical mile (nm), or per applicable SOPs);
 If the FMS LNAV mode is used:
• Check the FMS navigation accuracy level (e.g., "R/I" or "HIGH" or [... ],
depending on the FMS type and standard);
• Check the NDs for correct flight plan and for correct "TO WPT";
• Confirm that the FMS LNAV mode is shown on the flight-mode annunciator
(FMA); and,
• Maintain both NDs in "MAP" mode (in accordance with the AOM/QRH);
• Adjust the descent rate to reach the IAF at the charted/prescribed altitude and
target airspeed;
• Establish the desired configuration (clean or slats extended) and airspeed; and,
• Adjust weather radar gain and tilt, as applicable, for optimum use of the system
for weather avoidance or enhanced horizontal situational awareness.
8.4.16.10. Upon Reaching the IAF or Holding Fix
 If the FMS LNAV mode will be used beyond the IAF or holding fix, keep both NDs
in "MAP" mode if the FMS is certified as "sole means of navigation for approach" -
otherwise, one ND must be used to monitor raw data;
 If selected heading mode or localizer mode will be used to capture and to track the
final approach course, set the PF's ND to the arc or horizontal situation indicator
(HSI)-type display; and,
 The PNF may keep the ND in "MAP" mode (with display of airspeed and altitude
restrictions) for situational awareness.
8.4.16.11. While Holding or When Appropriate
Configure the aircraft (slats extended only or approach flaps) and establish the associated
maneuvering speed.
8.4.16.12. Exiting the Holding Pattern
Select the holding "EXIT" prompt to allow the correct sequencing of the FMS flight plan.
8.4.16.13. After Leaving the Holding Pattern
If the FMS LNAV mode is not used, use the selected heading mode (or the VOR mode, if
allowed for terminal area navigation; or the track mode, as available) to intercept the final
approach course, as follows:

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 For an NDB approach, set the final approach course on the ILS course selector;
this will set the ILS course pointer on the ND and provide a course reference;
 For a VOR or VOR-DME approach, set the final approach course on the VOR
course selector, but do not arm the VOR mode. Capture and track the VOR course
using the selected heading/track mode; or,
 For a LOC or LOC-DME approach, set the final approach course on the ILS
course selector and arm the localizer mode; and,
 To prepare for re-engaging the LNAV mode for a go-around, check the correct
FMS flight plan sequencing (the "TO WPT" must be the FAF; if not, program a
"DIR TO" the FAF).
8.4.16.14. Before Reaching the FAF
 Align the aircraft within five degrees of the final approach course;
 Extend the landing gear;
 Arm the ground spoilers;
 Set landing flaps;
 Enter the target final approach speed;
 Set the go-around altitude (if the go-around altitude is the same as the FAF
crossing altitude, set the go-around altitude only after beginning the final descent);
 Conduct the "LANDING" checklist;
 If the FMS VNAV mode will be used after the FAF, enter the published or
computed vertical speed and course;
 If the flight-path vector will be used after the FAF (as available on the PFD or
HUD), enter the published or computed flight-path angle and track; and,
 If the VNAV mode is not authorized beyond the FAF, deselect the VNAV mode by
selecting the altitude-hold mode or the vertical-speed mode, as required.
8.4.16.15. Approaching the FAF
Typically 0.3 nautical mile (nm) to 0.2 nm before reaching the FAF, to begin descent at the
FAF on profile:
 Engage the VNA V mode and check mode engagement on the FMA;
 Enter the published (or computed) vertical speed, as a function of the
groundspeed;
 Select the flight-path vector display (as available);
 Start timing (as required); and,
 Cross-check and call the next fix (or DME distance, as applicable) and crossing
altitude.
8.4.16.16. During the Descent to the MDA(H)
Monitor the raw data (vertical speed, flight-path vector (as available), course, distances,
altitudes) and call the vertical profile for correct slope and track (i.e., at each
altitude/distance check):

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 Cross-check and call the altitude deviation;

 Adjust vertical speed, as required; and,
 Call the next fix (or DME distance) and crossing altitude; and,
 Set the altitude selector per applicable SOPs (usually, the go-around altitude).
8.4.16.17. Approaching the MDA(H)
At an altitude corresponding to the MDA(H) plus 1/10 the rate of descent (typically MDA(H)
plus 50 feet to 100 feet), anticipate a go-around decision to avoid descent below the
MDA(H).
8.4.16.18. At the MDA(H)
If adequate visual references are acquired:
 Disconnect the AP and continue the approach visually (the autothrottle may
remain engaged in speed mode down to the retard point, as applicable).
If adequate visual references are not acquired:
 Initiate a go-around climb; and,
 Overfly the MAP (to guarantee obstacle clearance during the go-around) and fly
the published missed approach procedure.
8.4.17. GPWS Warning and Escape Manoeuvre (Terrain
Avoidance)
The GPWS warning "PULL UP" is the flight crew's last opportunity to avoid CFIT.
Whenever a GPWS warning is received during flight crew shall react immediately
according FCOM/AOM procedures.
8.4.18. GLS Approach
The GLS provides precision navigation guidance for exact alignment and descent of
aircraft on approach to a runway.It provides differential augmentation to the Global
Navigation Satellite System (GNSS).
GLS provides guidance similar to ILS approaches for the final approach segment; portions
of the GLS approach prior to and after the final approach segment will be based on AREA
Navigation (RNAV|) or Requierd Navigation Performance (RNP).
Pilots will select the five digit GBAS channel number of the associated approach within the
Flight Management System (FMS) menu or manually select the five digits (system
dependent). Selection of the GBAS channel number also tunes the VDB.
The pilot will fly the GLS approach using the same techniques as an ILS, once selected
and identified.
Approval and use of Precision approach systems other than ILS and GLS requre the
issuance of special instument approach procedurs.
Special instrument approach procedures must be issued to the aircraft operator if pilot
training, aircraft equipment and /or aircraft performance is different than published
procedures. Special instrument approach procedures are not distributed for gedeneral
public yse.These procedures are issued to an aircraft when the conditions for operations
approvalare satisfied.

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8.5. EDTO/ETOPS Concept

EDTO/ETOPS (Extended Diversion Time Operation/Extended Twin Operations)
operations approval is required for all revenue flights conducted in a twin engine aircraft
over a route that contains a point further than a distance flown in 60 minutes from an
adequate airport, under standard conditions in still air, at the one-engine-inoperative cruise
speed not exceeding VMO, based upon the true airspeed that the airplane can maintain
with one-engine-inoperative.
8.5.1. EDTO/ETOPS Segment
The portion of an EDTO flight that begins when the airplane is first more than Threshold
Distance from any adequate airport and ends when the airplane is least than Threshold
Distance from any adequate airport.
8.5.2. EDTO/ETOPS Approval
No AZAL flight shall be operated under EDTO/ETOPS flight rules unless the copy of the
Air Operations Certificate carried on board of the aircraft does approve such operation.
AZAL is approved for EDTO/ETOPS operations at B787 by SCAA.
EDTO/ETOPS operation is allowed if:
- The aircraft is EDTO/ETOPS certificated
- AZAL has been granted EDTO/ETOPS operational approval.
8.5.3. EDTO/ETOPS Weather Minima
Dispatch EDTO planning minima apply until dispatch, meaning until the aircraft first moves
under its own power for the purpose of taking off; thereafter actual destination minima do
apply.
Note: In the event of an emergency which precludes continuation to an adequate en-route alternate, the
Commander may, in the best interest of the safety of the aircraft and its occupants, consider any airport as
alternate airport, although such airport would not meet the adequate airport criteria.
8.5.4. EDTO/ETOPS Backround Information
The flight preparation, in-flight procedures (normal, abnormal and emergency) defined in
the FCOM are based on the Configuration Maintenance and Procedure Manual (CMP)
approved for type of airplane to be operated.
8.5.4.1. Configuration Maintenance and Procedure (CMP)
EDTO/ETOPS Configuration/Maintenance/Procedures document also referred to as the
Standards for Extended Range Operation.
The CMP is approved by the FAA/SCAA and constitutes the approved reference for the
following aspects associated with EDTO/ETOPS operations:
- Configurations Standards
- Maintenance Standards
- Dispatch Standards
- Procedures Standards.

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8.5.4.2. Type Design Approval (TDA)

The aircraft EDTO/ETOPS Type Design Approval granted to an airframe/engine
combination defines the Maximum Diversion Time for which the aircraft design and
reliability has been demonstrated to meet the objective defined in the applicable
regulation.
The TDA is subject to the compliance with Configuration, Maintenance and Procedures
(dispatch requirements and flight crew procedures) standards set forth in the approved
EDTO/ETOPS CMP document.
8.5.4.3. EDTO/ETOPS Aircraft Configuration
The configuration of the aircraft, such as the components fitted, Service Bulletins
accomplished, is defined by the CMP. Procedures to control this configuration are
contained in the AZAL EDTO/ETOPS Maintenance Manual.
Significant defects which cannot be rectified before further flight, or which re-occur, may
require a re-grading of the aircraft to a "NON-ETOPS/EDTO" standard.
8.5.5. Communications Means
The airplane conducting EDTO/ETOPS operation shall have a communication means
capable of communicating with an appropriate ground station at normal and planned
contingency altitudes.
For EDTO/ETOPS routes where voice communication facilities are available, voice
communications shall be provided.
For all EDTO/ETOPS operations beyond 120 minutes, reliable communication technology,
either voice based or data link, must be installed. Where voice communication facilities are
not available and where voice communication is not possible or is of poor quality,
communications using alternative systems must be ensured.
General
This chapter defines the policies, procedures and documents used by AZAL for the
extended range operation (EDTO/ETOPS) of the:
Boeing 787-8 equipped with GEnx-1B64/P2 General Electric engines, hereafter
abbreviated as B788.
The authorized maximum diversion time as set forth in the Air Operator Certificate,
Operations Specifications is:
120 minutes.
All policies, procedures and documents defined in other chapters of AZAL Operations
Manual are applicable to EDTO/ETOPS operations, unless modified or complemented by
the present chapter.
This chapter contains reference to and must be considered in conjunction with the
following associated documents:
- AZAL EDTO/ETOPS Maintenance Manual,
- Configuration/ Maintenance / Procedure document (CMP),
- Airplane Flight Manual (AFM),
- Minimum Equipment List (MEL),

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- Flight Crew Operating Manual (FCOM)

- EASA AMC 20-6
- FAA AC 120-42B
- AAR-EDTO
8.5.6. Regulatory Compliance
This document reflects the flight operations organization and procedures requirements of
the EASA AMC-06 as well as of the relevant national requirements, as set forth in
Azerbaijan Aviation Rules AAR-EDTO/ETOPS.
This document takes credit of the following amended policies and agreed interpretations of
the published regulations:
- Determination of the Area of Operation considering the prevailing temperature
deviation from ISA at the typical single engine diversion altitude, whenever this
temperature deviation is demonstrated to be essentially consistent throughout the
year for a given Area of Operation.
- Provision for a 15 % increase of the diversion time above 120 minutes, i.e. 138
minutes.
- Determination of the dispatch weather minima not considering forecast conditions
with less than 30 % probability, conditions marked PROB20 or less on TAF's
messages.
- Consideration of the icing conditions forecast and of the forecast exposure time in the
computation of the EDTO/ETOPS fuel reserves associated with the used of the NAI
and WAI systems and in the fuel penalty resulting from ice accretion on the
unheated surfaces of the aircraft.
8.5.7. Definitions
8.5.7.1. Adequate Airport
An adequate airport is an airport, which AZAL considers to be adequate, having regard to
its responsibilities. In particular, it should be expected that at the anticipated time of use:
- the airport will be available, and equipped with necessary ancillary services, such as
ATC, sufficient lighting, communications, weather reporting, navaids, and safety
cover; and
- at least one let-down aid (ground radar would so qualify) will be available for an
instrument approach.
8.5.7.2. Suitable Airport
A suitable airport is an adequate airport where, at the anticipated time of use, weather
reports, or forecast, or any combination thereof, indicate that the weather conditions are
very likely to be at or above the normal operating minima at the time of the intended
operation, using the following criteria:
a) The landing distances required as specified in the AFM for the altitude of the airport,
for the runway expected to be used, taking into account wind conditions, runway
surface conditions, and airplane handling characteristics, permit the airplane to be
stopped within the landing distance available as declared by the airport authorities
and computed in accordance with en-route diversion alternate landing minima;

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b) The airport services and facilities are adequate for AZAL approved approach
procedure(s) and operating minima for the runway expected to be used;
c) 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 airport, equal or exceed the Planning Minima for alternate
airports in this Operations Manual, calculated as set forth further in this chapter; and
d) For the period commencing at the earliest potential time of landing, and ending one
hour after the latest nominated time of use of that airport, the forecast crosswind
component, including gusts, for the intended landing runway is less than the
maximum permitted crosswind for landing, with one engine inoperative.
8.5.7.3. Critical Point (CP)
The EDTO/ETOPS Critical Point (CP) is the point, along the route, for which the difference
between the standard fuel expected to be on board (fuel to continue) and the required
EDTO/ETOPS diversion fuel (fuel to divert) is minimum or negative, thus requiring the
carriage of additional EDTO/ETOPS fuel reserves.
The Critical Point is usually, but not necessarily, the last ETP within the EDTO/ETOPS
segment.
8.5.7.4. Engine
The basic engine assembly plus its essential accessories as supplied by the engine
manufacturer.
8.5.7.5. ETOPS/EDTO
Extended range twin operations are those operations intended to be, or actually,
conducted with a twin-engine airplane over a route that contains a point further than 60
minutes flying time, in still air, at the approved one-engine-inoperative cruise speed from
an adequate airport.
8.5.7.6. EDTO/ETOPS Segment
The portion of an EDTO/ETOPS flight that begins when the airplane is first more than
Threshold Distance from any adequate airport and ends when the airplane is least than
Threshold Distance from any adequate airport.
8.5.7.7. EDTO/ETOPS Weather Minima
Dispatch EDTO/ETOPS planning minima apply until dispatch, meaning until the aircraft
first moves under its own power for the purpose of taking off; thereafter actual destination
minima do apply.
Note: In the event of an emergency which precludes continuation to an adequate en-route alternate, the
Commander may, in the best interest of the safety of the aircraft and its occupants, consider any airport as
alternate airport, although such airport would not meet the adequate airport criteria.
8.5.7.8. En-route Alternate Airport (ERA)
En-route Alternate Airport (ERA) is a suitable airport, selected by AZAL for a defined route
in accordance with the Air Operator Certificate, Operations Specifications. The weather
minima required for an en-route alternate are the EDTO/ETOPS planning minima as
defined in this chapter, at the expected time of use. En-route alternates may also be used
as intermediate airports.

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8.5.7.8.1. Passengers Emergency Recovery Plan

The passenger recovery plan details how the airline will manage its passengers in the
unlikely event of an emergency landing at an ETOPS suitable diversion airport. Diversion
airports must have the infrastructure necessary to handle passengers.
A recovery plan doesn’t promise everyone a room at the hotel, however that passengers
will be reasonably comfortable and that basic physiological needs are met (safety, shelter,
food, and bathroom facilities). The recovery plan addresses the safety and wellbeing of
passengers and crew at the diversion aerodrome, and includes a plan to transfer the
passengers and crew from that aerodrome safely and without delay. This plan is required
for EDTO/ETOPS operations beyond 120 minutes mostly for polar flights with extreme
weather conditions at the diversion airports.
8.5.7.9. Intermediate Airport (IAP)
An Intermediate Airport is an adequate airport, selected by AZAL for a defined route, which
is within 60 minutes flying time (under standard conditions, in still air, with one engine
inoperative). The last airport before EDTO/ETOPS Entry Point and the first airport after
EDTO/ETOPS Exit Point are therefore intermediate airports either or both may also be
filed as en-route alternates, provided the weather is at or above applicable minima.
8.5.7.10. Diversion Time (DT)
Diversion Time is the time flown from any point on the route to a suitable airport at One
Engine Inoperative LRC speed. However, higher speed, as featured in the respective
FCOM, may be used if necessary to cover the distance to a planned en-route alternate
within the established Maximum Diversion Time. The required fuel must then be based on
fuel consumption for the higher speed.
8.5.7.11. Maximum Diversion Time (MDT)
Maximum Diversion Time authorized for AZAL operation is set forth in the Air Operator
Certificate, Operations Specification, for the contemplated aircraft type.
8.5.7.12. Threshold Distance
The distance travelled in still air in 60 minutes by an aircraft at the approved one- engine-
inoperative cruise speed.
8.5.7.13. Threshold Time
The threshold time is: 60 minutes.
8.5.7.14. Approved One-Engine-Inoperative Cruise Speed
This cruise speed shall be the TAS specified in the EDTO/ETOPS Airworthiness
Approval in the Airplane Flight Manual, agreed with the AZAL and specified in
AZAL Operations Manual.
8.5.7.15. Rule Distance
The distance travelled in still air in the Rule Time, at the approved one-engine- inoperative
cruise speed.
8.5.7.16. Rule Time
The maximum diversion time that, any point on the route may be from a suitable airport for
landing, as authorized by the SCAa and specified in the AZAL Operations Manual.

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8.5.7.17. Extended Range Entry Point (EEP)

Extended Range Entry Point is the point of the airplane outbound route which is 60
minutes flying time at the approved single engine cruise speed (under standard conditions
in still air) from an adequate airport.
8.5.7.18. Extended Range Exit Point (EXP)
Extended Range Exit Point is the point of the airplane inbound route which is 60 minutes
flying time at approved single engine cruise speed (under standard conditions in still air)
from an adequate airport.
8.5.7.19. Equal Time Point (ETP)
Equal Time Point, also referred as to Equi-Time Point, is a point along the route, which is
located at the same flight time from two airports.
8.5.7.20. Power-Plant
A system consisting of an engine and all ancillary parts installed on the engine prior to
installation on the airplane to provide and control power/thrust and for the extraction of
energy. This does not include devices which produce thrust for short periods (i.e. Jet
Assisted Take-off [JATO]).
8.5.7.21. Unacceptable Thrust-Loss
Total thrust loss, or loss of thrust to an extent that might affect continued safe flight.
8.5.7.22. System
A system includes all elements of equipment necessary for the control and performance of
a particular major function. It includes both the equipment specifically provided for the
function in question, and other basic equipment, such as that required to supply power for
the equipment operation.
a) Airframe System
Any system on the airplane that is not a propulsion system.
b) Propulsion System
The airplane power-plant installation, including each component that is necessary for
propulsion, affects the control of the propulsion units, or affects the safety of the propulsion
units.
8.5.8. Declared B788 EDTO Fleet
For the purpose of AZAL BOEING 787 EDTO/ETOPS operations, the following fleet is
declared to meet the criteria and configuration defined in the Boeing 788 EDTO/ETOPS
Type Design Approval and in the associated Configuration, Maintenance, Procedure
document (CMP) and revisions thereof.
MSN REGISTRATION
37920 VP-BBR
37921 VP-BBS
Whenever a new aircraft is added to AZAL EDTO/ETOPS fleet, the applicable registration
shall be added to the above list through a normal revision of the Operations Manual.

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8.5.8.1. Fleet Configuration Control

Procedures are defined in AZAL EDTO/ETOPS Maintenance Manual to ensure that this
configuration is maintained or that the aircraft is re-graded to a non-EDTO status, as
required.
Procedures are also defined in the EDTO/ETOPS Maintenance Manual to ensure that the
defects, relevant to EDTO/ETOPS operations and reported by the flight crews on the
aircraft Technical Logbook, are rectified before any further EDTO/ETOPS flight or that the
aircraft is re-graded to a non-EDTO/ETOPS status, as required.
The crew shall be be able to determine the actual EDTO/ETOPS status of the aircraft by
making sole reference to the Technical Logbook.
8.5.9. EDTO Operational Policies
General
The following operational policies have been selected and are declared to define the
BOEING 787 EDTO/ETOPS operation, in terms of:
- General route studies,
- Flight planning and dispatch.
8.5.9.1. Diversion Scenarios
For EDTO/ETOPS diversion, the following diversion scenarios are considered:
- Engine failure alone,
- Engine failure + pressurization failure,
- Pressurization failure alone.
The corresponding diversion profiles and speed strategies are defined in the B788 FCOM -
Extended Range Operations and One Engine Inoperative chapters.
For each route, the following requirements are also checked and complied with, as
applicable, in addition to the EDTO/ETOPS requirements:
- En-route obstacle clearance,
- Oxygen supply.
8.5.9.1.1. One-Engine-Inoperative Cruise Speed
For the BOEING 787 EDTO/ETOPS operation, the following one-engine-inoperative speed
schedule is selected:
MCT/VMO
This speed schedule is used for the following purposes:
- Establishing the area of operation (maximum diversion distance)
- Establishing the diversion fuel requirements for the single engine diversion
- Establishing the net level-off altitude to safely clear any en-route obstacle by the
- appropriate margin as specified in Operation Manual - Minimum flight altitude
chapter, unless a lower speed or the drift-down speed is required to clear the en-
route obstacles

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- Conducting the diversion following an engine failure.

This speed achieves the maximum available diversion distance for AZAL B788.
The OFP shall specify the actual speed schedule to be used at any stage of the flight to
achieve the proper combination of obstacle clearance and diversion distance on the day of
operation. The above speed may be reduced to maximum Lift/Drag ratio speed and
maximize obstacle clearance whilst trading off diversion distance.
However, the Commander has the authority to deviate from this planned speed schedule
after completing the assessment of the actual situation.
8.5.9.1.2. Aircraft Reference Gross Weight
For the purpose of defining a unique maximum diversion distance for the respective areas
of operation, the aircraft reference gross weight was assessed for each area of operation,
i.e.:
- North Atlantic operation,
- Indian Ocean operation (sea of Oman and Gulf of Bengal)
- China ( central region and Tibet area)
The following unique reference gross weight is declared:
200000 kg
8.5.9.1.3. Maximum Diversion Distance
The maximum diversion distance is defined with reference to the tables provided in the
FCOM – Performance Inflight / Engine Inoperative chapter.
Currently AZAL provided for 120 minutes maximum diversion time with diversion distance:-
830 NM
The maximum diversion distance, for the granted 180 minutes maximum diversion time
and at the above declared one-engine-inoperative diversion cruise speed and reference
gross weight, is: - 1245 NM (under evaluation by SCAA)
8.5.9.1.4. Normal, Minimum and Maximum EDTO Altitude
The normal EDTO diversion altitude shall be the highest useable flight level or altitude the
airplane is capable to maintain considering the planned EDTO/ETOPS speed schedule for
diversion.
The minimum altitude for an EDTO/ETOPS diversion shall be 10,000ft, in the event of
pressurization failure, or the minimum safe altitude to adequately clear all obstacles along
the planned diversion routing, whichever is higher.
The maximum altitude for an EDTO/ETOPS diversion shall be defined either on ECAM EO
Altitude or by BOEING 787 FCOM Performance Inflight tables and also considered the
possible system limitations.
8.5.9.1.5. Areas of Operation
The EDTO/ETOPS areas of operation are defined by the maximum diversion distance
from the set of adequate airports selected to support the route or set of routes included in
AZAL BOEING 787 areas of operation.
AZAL EDTO/ETOPS area(s) of operation are defined as follows:

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- North Atlantic: N35W010, N35W60, N70W010, and N70W060.

- Indian Ocean: N15E070, N15E105, S30E105, and S30E070.
China: N30E085, N30E120, N45E085, and N45E120.
8.5.9.1.6. EDTO/ETOPS Fuel Policy
8.5.9.1.6.1. EDTO/ETOPS Fuel Planning
The single-engine diversion without pressurization failure is never fuel limiting, the
minimum required block fuel for dispatching an EDTO/ETOPS flight is, therefore, defined
as the greater of the following fuel quantities:
- Standard fuel planning,
- EDTO/ETOPS fuel planning considering an engine failure and a pressurization
failure occurring at the critical point,
- EDTO/ETOPS fuel planning considering a pressurization failure only occurring at
the critical point.
Fuel for depressurization all engine operating:
8.5.9.1.6.2. EDTO/ETOPS Diversion Fuel

For the computation of the EDTO/ETOPS critical fuel reserves and of the complete
EDTO/ETOPS critical fuel planning, the diversion fuel is defined as:
- Fuel burn-off from the critical point to the end of descent (e.g. 1500 ft) above the en-

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- route alternate airport, considering the individual aircraft performance factor as

defined by AZAL aircraft performance monitoring program
- 5 % of the above fuel burn-off, as contingency fuel
- 15 minutes holding at 1500 ft and holding speed
First approach (IFR) for landing.
- Effect of any MEL or CDL item, as applicable
- If severe icing conditions are forecast:
- Effect of anti-ice systems
- Effect of ice accretion on the unheated surfaces of the aircraft
- as available, the severity of the icing conditions and the forecast exposure time are
considered to reduce the fuel provision for icing conditions.
The fuel provision for ice accretion on the unheated surfaces is (in percentage) a function
of the ice accretion exposure time forecast in hours - for severe icing conditions:
- For wide-body and long range Boeing family aircraft: 3% per hour.
However, in case of moderate icing forecast, the above-mentioned fuel provision is divided
by two.
For operations above 138 minutes diversion time, if the effect of ice accretion is less than
5%, it should be rounded-up to 5% of the fuel burnt during the exposure time to provide a
provision for weather avoidance.
Refer to the FCOM for:
- One Engine Inoperative Chapter for applicable fuel factors PI 13.9
- APU fuel consumption includes to PI 13.9 Tables and also separately available at PI
17.11
8.5.9.1.7. Operational Flight Plan (OFP) - Fuel on Board Analysis
The above comparison is automatically performed by SW OCC computerized Operational
Flight Plan (OFP) through a Fuel-On-Board analysis process comparing at each ETP:
- The fuel expected to be on-board, considering a standard fuel planning,
- The fuel required to divert, considering the two possible failure scenarios defined
above and the diversion to either one of the two associated en-route alternate
airports.
In the above FOB analysis, the fuel expected to be on board when overflying an ETP
considers the standard contingency fuel to be intact (or partly burned as a function of the
flight part already covered).
As applicable, additional EDTO/ETOPS fuel reserves are defined and added to the
standard fuel requirements.
Sample of EDTO/ETOPS Operational Flight Plan: Annex 14.8
8.5.9.2. EDTO/ETOPS Routes and Areas of Operation
General

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The following Area(s) of Operations are declared for the EDTO/ETOPS operation of the
AZAL B788:
- North Atlantic,
- Indian Ocean (sea of Oman and gulf of Bengal).
8.5.9.2.1. EDTO/ETOPS Routes - City-Pairs
Any route (city-pair), within the above declared Area(s) of Operation, is considered for
operation by AZAL provided that all the relevant non-EDTO/ETOPS and EDTO/ETOPS
requirements are met as defined in this Operations Manual, the FCOM and other relevant
AZAL operations and/or maintenance manuals.
8.5.9.2.2. Selected Adequate En-Route Alternate Airports Supporting The
Routes and Areas of Operation
To support the declared Areas of Operation and routes (city-pairs), the following initial list
of adequate en-route alternate airports is selected:
North Atlantic: GLA, SNN, KEF, SFJ, YFB, YYR, and YQX.
However, any adequate en-route alternate airport may be considered to support a new
route (city-pair) provided that all the relevant non-EDTO/ETOPS and EDTO/ETOPS
requirements are met as defined in this Operations Manual, the FCOM and other relevant
AZAL operations and/or maintenance manuals.
8.5.9.2.3. Dispatch En-Route Weather Minima
In order to be suitable, the weather minima at each selected EDTO/ETOPS adequate en-
route alternate airport shall be, depending upon available let-down facilities, as set forth
below.
These condition shall be forecast for a period commencing at the earliest potential time of
landing, and ending one hour after the latest nominated time of use of that airport.
8.5.9.2.3.1. For Cat I or Higher Minima
Precision approach procedure:
- Authorized DH/dA plus an increment of 200 ft
- Authorized visibility plus an increment of 800 meters

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Non-precision approach or circling approach:

- Authorized MDH/MDA plus an increment of 400 ft
- Authorized visibility plus an increment of 1,500 meters.
“Authorized” refers here as to the normal destination weather minima as set forth in
Operations Manual Part-C (Jeppesen Airway Manual).
8.5.9.2.3.2. For Cat II or Lower Minima
Providing AZAL is authorized, the crew duly qualified and, the aircraft is certified to
perform one engine inoperative Category II or III approaches, the applicable en-route
diversion minima may be as follows:
- Category II ILS approach available => 300ft x 1200m
- Category III ILS approach available =>200ft x 550m
8.5.9.3. Flight Preparation and Dispatch Procedures
General
This section describes the procedures and documents used in the preparation and
dispatch of an EDTO/ETOPS flight.
The information contained herein complements the tasks and regulations described in the
other chapters of this Operations Manual.
8.5.9.3.1. Confirmation of the Aircraft EDTO/ETOPS Status
The aircraft technical and EDTO/ETOPS status, in terms of configuration, MEL, CDL,
Deferred Maintenance Items (DMI) is assessed by the SW OCC dispatcher on duty based
on the latest aircraft status situation received from Maintenance Control.
As applicable, the relevant performance and/or fuel penalties or EDTO/ETOPS restrictions
are identified and the flight planned or re-routed accordingly.
8.5.9.3.2. Assessment of the Suitability of the Diversion Airports
The en-route alternate airports, intended to be used to support the flight, are first
confirmed to be adequate based on the review of relevant NOTAM's.
Once confirmed to be adequate, the en-route alternate airports are checked to be suitable
for the estimated required period of suitability, based on the review of the relevant weather
data e.g. long term TAF, SIGMET and SNOWTAM's messages.
Prior to dispatch of the flight, the latest available forecast weather conditions for the period
commencing at the earliest time of landing and ending at the latest time of landing at that
aerodrome must equal or exceed the authorized alternate aerodrome planning minima
requirements for EDTO/ETOPS alternate aerodromes.
In addition, for the same period, the forecast crosswind component (including gusts) for
the landing runway expected to be used must not:
exceed the manufacturer’s recommended crosswind for a one-engine inoperative landing
(if published); or
exceed the maximum demonstrated crosswind (whichever is less), taking into account the
runway condition (dry, wet or contaminated). When planning and conducting the flight,
adverse weather conditions at EDTO/ETOPS alternates having forecast probabilities of

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less than 40% maybe disregarded, except for phenomena such as fog, mist, dust, sand,
smoke and haze restricting visibility below the minima.
When planning and conducting the flight, adverse weather conditions at EDTO/ETOPS
alternates forecasting intermittent (INTER) or temporary (TEMPO) should be taken into
account when determining the amount of fuel to be carried.
8.5.9.3.3. Period of Suitability
To declare an adequate en-route alternate airport as suitable to support a given flight, the
ceiling and visibility forecast must be checked to meet the EDTO/ETOPS dispatch weather
minima during a required period of validity, also referred to as the period of suitability.
The required period of suitability starts a the earliest time of potential arrival at the
considered en-route alternate airport and ends one hour after the latest nominated time of
use of the airport.
The earliest estimated time of arrival is computed considering a 2-engine diversion from
the first Equal Time Point (ETP) along the outbound route associated with the considered
en-route alternate, at the normally planned cruise altitude and speed, i.e. assuming a
diversion for any reason other than an engine or pressurization failure.
The latest estimated time of arrival is computed considering a 2-engine diversion from the
second ETP associated with the considered en-route alternate, at FL100 or at the MORA
and at the LRC speed, i.e. assuming a pressurization failure only.
The period of time between the earliest and latest possible use of the alternates is
normally indicated in the OFP. If necessary, a simplified conservative method may be used
by the dispatcher on duty to determine this period of time under the prevailing conditions
or to confirm the validity of the planning in case of flight delay. For delay in excess of one
hour, a new period of time is defined. The following conservative method may be used to
define it manually:
- Beginning of the period of suitability:
(Take-off time) + (flight time to Equal Time Point before alternate) + (diversion time
at normal cruise speed and altitude)
- End of the period of suitability:
(Take-off time) + (Flight time to Equal Time Point after alternate) + (diversion time at
long range speed FL100 two engines) + (one hour).
8.5.9.3.4. Selection of the Suitable Airport Declared to Support the Flight
Among the en-route alternate airports confirmed to be both adequate and suitable, a
selected number is declared to support the flight, as a function of the intended route, e.g.
day-OTS, airways, EDTO/ETOPS exclusion zone, and weather conditions in terms of wind
or Clear Air Turbulence.
The selected en-route alternate airports are manually entered in the OFP set up.
Adequate en-route alternates are defined by the SW OCC and accepted by the post holder
Flight Operations. The list is kept up to date at the Operational Control Center office.
These are verified by the dispatcher on duty to be suitable on the day of operation.

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8.5.9.3.5. Preparation of the Plotting Chart

If a plotting chart is provided to the crew, it is prepared considering the initial data and
information defined above and may be complemented by adding the following information
once becoming available after the processing of the OFP:
- Area of Operation (if different from the charted information),
- Planned route/track and adjacent tracks (in case of an OTS),
- EEP, ETP's, CP, EXP, EDTO/ETOPS segment(s), Navigation monitoring symbols.
8.5.9.3.6. Icing Conditions Forecast
Icing conditions forecast shall be accounted for in the Operational Flight Plan (OFP),
based on a built-in criteria defining icing conditions.
8.5.9.3.7. Processing of the OFP
The EDTO/ETOPS Operational Flight Plan (OFP), used by AZAL for the BOEING 787
EDTO/ETOPS operation has been checked to comply with the provision and intent of the
applicable regulation and with the provision of this document.
The selected en-route alternate airports, declared to support the flight, as well as the
selected route constraints or track are adequately entered in the OFP request, together
with the other user-defined inputs.
The OFP provides the following data:
- The en-route alternate airports required periods of suitability, to be checked to match
the TAF / SIGMET forecast periods; in case of take-off delay, the respective periods
of suitability shall be re-assessed and checked to match the original or revised
forecast period ATS flight plan specify them when required by State or other
authorities.
- The location of the EEP, ETP's (CP) and EXP, to be plotted on the plotting chart or
orientation chart,
- The EDTO/ETOPS additional fuel reserve requirements, as applicable, indicated in
the EDTO/ETOPS field of the fuel summary.
8.5.9.3.8. Possible Flight Re-Routing with Diversion Time Lower than 120
Minutes or for a non-EDTO/ETOPS Routing
As required, as a function of the aircraft technical status or as a function of the non-
suitability of certain essential en-route alternate airport(s), the flight may have to be re-
routed with a diversion time lower than 120 minutes or for a non-EDTO/ETOPS route.
The flight preparation shall be adapted accordingly and the flight dispatch documents shall
be re-established in line with the new routing and operating rules.
8.5.9.3.9. Alternate/Cross-Check Means of Performance Computation
The reasonableness of the OFP standard and EDTO/ETOPS fuel predictions are checked
using the published FCOM standard fuel planning and EDTO/ETOPS dispatch fuel
planning and performance data.
The location of the various ETPs is checked to be consistent with the location of the
charted mid-point lines and wind correction scales.

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8.5.9.3.10. Flight Crew Documentation - Flight Crew Briefing Folder

The Flight Crew Briefing Folder compiled for an EDTO/ETOPS flight comprises the
following documents (as applicable):
- NAT-Tracks message, as required
- NOTAMs
- Weather: TAF, METAR, SPECI, SIGMET and SNOWTAM messages, as applicable
- Significant Weather Chart(s)
- Wind aloft charts: 700, 500, 300, 250 and 200 hPa
- Satellite pictures, as required and available
- ATC flight plan
- OFP log including EEP, ETP'S, CP and EXP, list of waypoints
- Plotting chart or orientation chart with area of operations limit.
8.5.9.4. Flight Conduct Procedures
8.5.9.4.1. Accepting the Aircraft
When accepting the aircraft, the operating flight crew ensures that the aircraft
EDTO/ETOPS status is confirmed by proper endorsement of the applicable part of the
Technical Logbook.
8.5.9.4.2. Cockpit Preparation
The cockpit preparation is performed in accordance with the AZAL BOEING 787 Standard
Operating Procedures (SOP). Before an EDTO/ETOPS leg, a complete IRS alignment/
realignment is performed.
The specific system checks/tests to be performed prior to each EDTO/ETOPS flight are
carried out. The FMS set-up is performed in accordance with AZAL SOP.
The EEP, ETPs (the CP) and the EXP shall be properly entered in the FMS for undoubtful
identification. Wind entries are performed on all the relevant FMS WINDS pages before
entering the EDTO/ETOPS area of operation.
8.5.9.4.3. Before Taxi Check List
After engine start, the EICAS STATUS page is checked for any arising failure condition
which may require to reassess the aircraft dispatch in accordance with the company
policy; at this point, the MEL EDTO/ETOPS dispatch requirements shall be observed.
8.5.9.4.4. Operations Flight Watch
The Operations Flight Watch services is provided to all EDTO/ETOPS flights by SWW
Dispatch & Operation Control center using all available communication means,
VHF/ACARS/ SATCOM, as a function of each individual aircraft equipment.
8.5.9.4.5. Crew Duties and Decision Making before Reaching EEP
90 minutes Before reaching the EEP, the flight crew obtains from Flight Watch, or by their
own means, a weather up-date for the declared suitable en-route alternate airports.
In addition and as available, any updated NOTAM or SNOWTAM, relevant to the
availability of the declared en-route alternate airports, shall be transmitted to the crew.

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Weather minima at the estimated time of arrival at respective en-route alternate airport are
checked to be above the company or crew en-route minima.
A flight will not proceed beyond the threshold time unless the identified en route alternate
airports are re-evaluated for availability and the most up-to-date information indicates that,
during the estimated time of use, conditions at those airports will be at or above the AZAL
established airport operating minima for the operation.
If any conditions are identified that would preclude a safe approach and landing at an
identified en route alternate airport during the estimated time of use, an alternative course
of action has been determined.
Should the forecast minima at one or more of the declared en-route alternate airport(s) be
lower than the company or crew en-route minima or should one or more of the declared
en-route alternate airport(s) become not available for whatever cause, the area of
operation shall be reassessed - based on the remaining available suitable en-route
alternate airports - and a re-routing or turn-back shall be considered, as required.
The aircraft systems status is checked with reference to the EICAS, STATUS and Systems
pages.
All failures/malfunctions which affect or suspected affect to ETDO operations shall
be immediately reported to Flight Watch for the further verification by MCC. MCC
validates the approval to continue the flight under EDTO/ETOPS conditions.
Commander confirms the decision to continue, re-route or turn-back and, proceeds
accordingly, in accordance with the relevant procedures, as defined in the FCOM
and in the present Operations Manual.
Oceanic/MNPS Procedures
The Oceanic and MNPS procedures are defined in Operations Manual Chapter 8.3.4.1,
navigation procedures.
8.5.9.4.6. Fuel Monitoring
During EDTO/ETOPS flights, the standard AZAL fuel monitoring policy shall be applied.
In the frame of the Quality System, when overflying the computed EDTO/ETOPS Critical
Point (CP) the flight crew may record the following fuel quantities:
- Fuel On Board (FOB),
- Required minimum diversion fuel, based on the OFP log.
The above fuel quantity records shall be processed through a statistical analysis (mainly
for those flights where additional EDTO/ETOPS fuel reserve requirements are applicable)
and the results of this analysis shall be used to reassess the standard and/or
EDTO/ETOPS fuel policy, as required.
8.5.9.4.7. Navigation Monitoring
Navigation monitoring during EDTO flights is conducted in accordance with the standard
navigation monitoring policy, applicable to all long range flights, as defined in Chapter
Navigation procedures, as well as in accordance with the BOEING 787 FCOM.
It is the responsibility of the Commander not to accept any clearance that would take the
airplane outside the approved EDTO/ETOPS envelope in terms of Rule Distance and
Flight Level.

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8.5.9.4.8. Diversion Decision Making

A re-routing or diversion shall be considered in the following cases:
- Loss of MNPS capability before entering the MNPS area (as applicable),
- Weather minima at one or more of the declared en-route alternate airports falling
below the company or crew en-route minima or one or more declared en-route
alternate airport becoming unsuitable for any reason, before reaching the EEP,
- Equipment failure requiring a diversion to the nearest en-route alternate airport;
events leading to a LAND ASAP, or equivalent, message in the QRH.
- Failures resulting in an increased fuel consumption, exceeding the available fuel
reserves.
8.5.9.4.9. Diversion Conduct
In case of a diversion, the procedures defined in the FCOM as well as in this chapter shall
be adhered to.
Depending on the cause of the diversion, the diversion strategy - in terms of speed and
altitude - may be adapted by the flight crew as a function of the assessment of the overall
situation; i.e. fire, structural damage, obstacle clearance, etc.
In case of a diversion within an MNPS/OTS area, the relevant diversion procedures, as
defined in Chapter 8.3 are applicable.
8.5.9.4.10. In-Flight One-Engine-Inoperative Performance Data
In flight ONE ENGINE INOPERATIVE performance data is published in the BOEING 787
FCOM/QRH.
The FCOM/QRH provides the flight crew with the following single engine performance
data:
• Gross and net ceilings, for the drift down and LRC speeds, with applicable correction
factors,
• Summary of diversion speed strategies,
• For each speed strategy:
• Descent and cruise single-point performance data,
• Diversion in-cruise quick check (fuel and time to landing).
• Emergency descent,
• Holding.
8.5.9.4.11. IRSs Post Flight Monitoring
The IRS drift - in terms of position deviation and residual ground speed - shall be recorded
upon arrival, in accordance with the SOPs, and a Technical Logbook entry shall be made if
the IRS position deviation or residual ground speed exceeds the relevant limits.
8.5.9.4.12. Reporting of Operational Events and Aircraft Defects
All defects, i.e. which would prevent the aircraft to be dispatched on an EDTO/ETOPS
flight in compliance with the MEL, shall be duly reported in the technical logbook for
maintenance assessment and corrective action, as required.

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The following systems are considered significant with respect to EDTO operation:
• Air conditioning and pressurization systems,
• Communication systems,
• Electrical power supply, including batteries,
• Emergency equipment,
• Fire detection and extinguishing systems,
• Flight controls,
• Fuel system,
• Hydraulic systems,
• Ice protection systems,
• Flight instruments,
• Pneumatic systems,
• Navigation systems,
• APU,
• Engines (starting andignition, parameters indications, oil consumption trend),
• Any other system, as required per AZAL policy, AAR's or as a function of the area of
operation.
The following EDTO significant occurrences and/or events shall be duly reported for
further analysis:
• IFSD, IFTB, un-commanded thrust changes, loss or lack of thrust lever control, failure
to reach the commanded thrust, malfunction and/or abnormal behavior of an
EDTO/ETOPS significant system (as listed above).
Flight crews shall record the relevant flight parameters, engine and/or system parameters
and event circumstances, and shall use the available on-board recording/communication
equipment.
8.5.9.4.13. APU In-Flight Start
The airline type certificate does not normally requires the APU to operate during the
ETOPS portion of the flight. APU in-flight start and reliability program developed to ensure
the APU will continue to provide the performance and reliability. (Refer to: 14.9. APU In-
Flight Start Program)
8.5.9.5. Maintenance Procedures
The flight crew shall be able to determine the EDTO/ETOPS actual status of the aircraft by
making sole reference to the Technical Logbook.
General:
AZAL EDTO Maintenance Manual provides the detailed policies, procedures and
documents used by AZAL for the maintenance of the BOEING 787 fleet, and particularly
those policies, procedures and documents which are specific to the EDTO/ETOPS
operation.

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This section recalls only those policies, procedures and documents which are known from
and used by the flight crews in their interface with Maintenance.
8.5.9.5.1. Aircraft Configuration Control
Procedures are defined in AZAL EDTO/ETOPS Maintenance Manual to ensure that the
required EDTO aircraft configuration, as defined in the relevant CMP document, is
maintained or that the aircraft is downgraded to a reduced Rule Distance or re-graded to a
non-EDTO status, as required.
8.5.9.5.2. Defects Rectification
Procedures are defined in AZAL EDTO/ETOPS Maintenance Procedure Manual to ensure
that the defects, relevant to EDTO/ETOPS operations and reported by the flight crews by
means of the Technical Logbook, are rectified before any further EDTO/ETOPS flight or
that the aircraft is downgraded to a lower maximum diversion time rule or re-graded to a
non-EDTO/ETOPS status, as required.
8.5.9.5.3. EDTO/ETOPS Service Check
For EDTO/ETOPS Maintenance checks, authorized personnel, applicable procedures and
required documentation refer to the Maintenance Manual.
8.5.9.5.4. EDTO/ETOPS Maintenance Release to Service
For EDTO/ETOPS Release to Service, authorized personnel, applicable procedures and
required documentation refer to the Maintenance Manual.
8.5.9.6. Training
General:
AZAL Training processes and procedures are detailed in the OM part D and are
summarized hereafter.
This section highlights only the training - minimum initial experience, initial / line / recurrent
training syllabus, definition of EDTO/ETOPS recency - applicable to the dispatchers and
flight crews regarding EDTO/ETOPS operation.
8.5.9.6.1. Minimum Flight Crew Experience
The minimum initial experience required by AZAL for a flight crew member to qualify for
EDTO/ETOPS is 100 hours of flight experience on the BOEING 787 after successfully
completing the line-check that concludes the line training pertaining to a BOEING 787
Type Conversion.
8.5.9.6.2. Dispatchers Training
The initial EDTO/ETOPS dispatcher training syllabus is based on the Boeing
recommendations and is part of the basic SW OCC dispatcher training program for any
new dispatcher as detailed in the Dispatch Manual.
The recurrent training consists of briefings and/or reviews, organized and provided by the
Operations personnel as may be required. Recurrent Training extend and content will be
defined by the head of Operations Control in collaboration with fleet Chief-Pilot, Quality
and Safety departments.
The EDTO/ETOPS dispatchers are provided with the following documents for reference
and/or continuous training:

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• Operations Manual,
• B788FCOM,
• B788MEL,
• Operations management software.
The concept of EDTO/ETOPS recency for dispatcher is one month of full-time employment
by SW OCC, whilst dispatching the B787 under supervision of a duly EDTO qualified
Dispatcher.
8.5.9.6.3. EDTO/ETOPS Check-Captains
The DFO in cooperation with the Training Manager is responsible for the definition of the
EDTO/ETOPS flight standards, procedures and practices.
The B787 Training personnel (TRE, TRI, CTC, LTC) are responsible for the conduct and
supervision of the line training and recurrent training programs.
8.5.9.6.4. Lists of EDTO Approved Personnel
The list of the approved Check and Training Captains is defined by Training Manager.
The list of the EDTO/ETOPS approved Captains and First Officers is defined by the B787
Chief Pilot in cooperation with the training department and is available from Operations
Control Center office.
The list of the EDTO/ETOPS approved Dispatchers is defined by the head of Operations
Control Center in cooperation with the training department and is available from
Operations Control Center office.
8.5.9.7. EDTO/ETOPS Operations Monitoring
General
This section defines the policies, procedures and documents established by AZAL for the
monitoring of the B787 fleet non-EDTO/ETOPS and EDTO/ETOPS operations.
A monthly report is established and forwarded to the post-holder flight operations by:
• Operations Control regarding operational regularity
• Maintenance Control regarding technical reliability.
This report shall identify EDTO/ETOPS specific items such as:
• operational events for flight re-routing or diversions
• technical events that required downgrading of the EDTO/ETOPS status, either
potentially of effectively.
8.5.9.7.1. EDTO/ETOPS Operational Reliability Monitoring Regularity Control
Board
All significant operational events (EDTO/ETOPS or non-EDTO/ETOPS related) subject to
a flight crew report are analyzed by the following heads of departments:
• Flight Safety Officer
• B787 Chief Pilot

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• Flight Operations post-holder, if the severity, or the potential consequences, of the

event requires it.
8.5.9.7.2. Analysis of Aircraft Defects And Rectification
Aircraft defects exhibiting a recurring pattern are analyzed by the following heads of
departments:
• Maintenance engineering
• B787 Technical Pilot
• Flight Operations post-holder, if the severity, or the potential consequences, of the
event or its recurrence requires it.
8.5.9.7.3. EDTO/ETOPS Dispatch Reliability and Analysis Reliability Control
Board
The EDTO/ETOPS dispatch regularity and technical reliability is analyzed by the following
heads of departments:
• Maintenance engineering
• B787 Technical Pilot
• Flight Operations post-holder.
8.5.9.7.4. Quality Assurance Audits
Quality assurance audits are periodically organized by Quality Manager to ensure that the
EDTO/ETOPS policies, procedures and documents defined in this Operations Manual are
complied with.
8.5.9.7.5. Flight Safety Officer - Operational Prevention and Flight Safety
The Flight Safety Officer analyses events, organize feedback and monitoring in
cooperation with the Quality Manager.(for more information Refer to Safety Management
System of AZAL)
8.6. Minimum Equipment List and Configuration Deviation List
8.6.1. Minimum Equipment List (MEL)
The MEL is approved by the SCAA and permits operation with specific inoperative items of
equipment for a period of time or a number of flights until repairs can be accomplished. It
is important that repairs are accomplished at the earliest opportunity but in any case within
the lifetime specified in the MEL for particular equipment.
The basis for establishing and approving the MEL is the MMEL (The manufacturers’
Master Minimum Equipment List). This document has been approved by the airworthiness
authority.
Other than the MMEL, the MEL also considers operational regulations and increased
safety standards applicable to commercial operations. Whenever a flight – or series of
flights – are released for dispatch with inoperative item, entries must be made in the
technical log containing a detailed description of the inoperative item(s) using the
appropriate system and sequence found in the MEL, special advice to the crew and
information regarding corrective action(s) taken. The MEL is not intended to provide for
continued operation of the aircraft for an indefinite period with inoperative items. The MEL
will be no less restrictive than the MMEL.

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The decision of the Captain of the flight to have allowable inoperative items corrected prior
to flight will take precedence over the provision contained in the MEL. The Captain may
request requirements above the minimum listed whenever, in his judgment, such added
equipment is essential to the safety of a particular flight under the special conditions
prevailing at the time, he shall, however never accept requirements below the minimum
required. Maintenance, ferry and training flights may be dispatched with less than the
equipment specified in the MEL, provided all equipment expected to be utilized in that
flight is operable. The Engineering Department will inform the SCAA in these cases.
Equipment obviously basic to the aircraft airworthiness (such as wings, rudder, etc) is not
listed in the MEL and must of course be operative for all flights.
On the other hand, equipment obviously not required for a safe operation of the aircraft –
such as passenger convenience items, etc – are not listed and may be unserviceable. For
all further details check the MEL for the type concerned. (AOM)
If any defects are past the due date as specified in the MEL, they may be extended on a
onetime only basis, for the duration of the original allowance period, in accordance with the
restrictions in the MM/MOE. Thereafter the aircraft is required to be grounded until the
defect is repaired.
More specific guidance is provided in the preamble of the MEL.
8.6.2. Configuration Deviation List (CDL)
An aircraft may be operated with secondary airframe and engine part deficiencies if so
allowed in the approved CDL. Unlike in the MEL, CDL items very often do not have a time
limit or a limit on the number of landings. However, the CDL will specify “changes” to the
approved AFM procedures or its performance.
As an example, a missing landing gear door may not cause a safety risk, however it may
cause performance penalties that need to be considered. It may also imply speed limits
but it would not be unsafe to operate that particular type of aircraft with a missing landing
gear door provided the operation is performed within the framework of the instructions,
limits and performance penalties as specified in the CDL. All missing/deficient parts
carrying performance penalties are cumulative unless specified penalties for certain
combinations of missing parts are imposed. Accumulative weight penalties – if there are
any- must be considered and subtracted from the allowed mass for the takeoff, climb en-
route or landing.
When first making use of the CDL for a specific item, the appropriate item shall be
described and entered in the technical log and the “hold items list”. For any subsequent
flight(s) this particular item will be carried on in the hold item list until this part is replaced
or repaired. All further details may be found in the CDL for the respective type presented in
the AOM.
Both the MEL and CDL are prepared by the Engineering Department in cooperation with
the Flight Operations department and approved by the SCAA. Any changes are notified to
the SCAA prior to revision distribution. A copy of the MEL, CDL and FAA approved
manuals are kept in the company library. The CDL is a part of the AFM.
8.6.3. Acceptance by the Crew
When the (line) maintenance department informs the Captain that a repair cannot be made
in time for scheduled departure, the “Deferred Maintenance Sheet must be filled out and it
is up to the Captain to accept this defect by signing the “Acceptance“ in the AFL.

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Before doing this he has to check the AML entry regarding the cause of the fault and the
MEL reference number as well as other information available.
Consult the MEL to ensure that the flight is permitted if he considers that the flight is
possible.
Make the final decision as to whether or not he will accept the aircraft with the defect.
The Captain has the authority to decide that the repair must be made even if dispatch is
allowed according to the MEL if he considers that the actual or expected conditions
warrant this.
Ensure that the requirements of the MEL are fulfilled and that he and the rest of the crew
are fully aware of the technical and operational consequences of operating the aircraft with
the deferred defect.
„It is under no circumstances allowed to commence a flight with less equipment
than is stated in the MEL, or if the required MEL conditions are not met.“
8.7. Non-Revenue Flights
All non-revenue flights must normally be performed in accordance with the general
company regulations. On some non-revenue flights it may be possible that free ticket
passengers are transported. This shall be approved prior planning by the FOD.
8.7.1. Training Flights
The Captain of a training flight must be qualified and licensed as Flight Instructors on the
aircraft concerned.
During training and proficiency check flights only flight crewmembers involved in the
training and/or representatives of the Authority may be carried onboard.
Refer to OM PART D for details.
8.7.2. Test Flights/Training Flights
Authorisation
Proving Flights:
Proving flights will be initiated only on the authority of the Deputy Executive Director on
Flight Operations - Flight Operations Director .
Training Flights:
Training flights are undertaken on the authority of the Deputy Executive Director on Flight
Test Flights:
Test flights are undertaken on the authority of the Deputy Executive Director on Flight
8.7.2.1. Accommodation of Staff on Proving, Training or Test
Flights
Only those members of the staff acting as operating crewmembers, together with such
other employees that are directly concerned with the Training, Testing or Familiarisation
Program, will be accommodated on Proving, Training or Test Flights.

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Members of the staff or other persons wishing to be accommodated for any other reasons
must have the written or signalled authority of the Deputy Executive Director on Flight
Staff not covered for flying by the Company insurance will be required to be ticketed.
8.7.2.2. Air Traffic Control Clearance
Captains of an aircraft engaged in Training and Test Flights shall, before commencement
of such flights, contact ATC and inform them of the nature of the flight and the procedures
to be conducted.
8.7.2.3. Test Flights
A test flight must be carried out following maintenance or repairs that could affect the flight
performance or handling characteristics of an aircraft. Also, as it is impractical to prove the
serviceability of all components by ground testing, it will be necessary to carry out test
flights whenever it is impossible to ensure airworthiness without so doing.
Consequently, normal maintenance, component changes, disconnection of a flight control,
or any reported defect do not in itself warrant a test flight since the deciding factors are
whether or not:
 Flying characteristics could be affected
 Airworthiness can be established without a test flight
In cases where there is doubt concerning the necessity for a test flight the matter should
be referred to the Engineering Manager and the Deputy Executive Director on Flight
8.7.2.4. Test Flight Crew
Test flights following a “D” Check (Main Base Check)
The only authorised Captains are the Deputy Executive Director on Flight Operations -
Flight Operations Director and nominated Training Captains. If a Training Captain is not
available, the Deputy Executive Director on Flight Operations - Flight Operations Director
may nominate another experienced Captain to carry out the test flight. Line Captains or
First Officers with at least two years experience on the aircraft type would act as the First
Officers.
Functional Test Flights involving:
 Engine performance;
 Systems functions;
 Detailed and accurate checking of flying controls and autopilot.
8.7.2.5. Test Flight Observers
If it is required by the kind of test flight there might be, in addition to the minimum crew,
engineers, mechanics or inspectors on board who are directly involved in the preceding
work/inspection of the aircraft. They must be recorded in the technical flight log as
additional crewmembers and must have tickets.
Personnel approved by the Technical Manager – it is obligatory to have an observer from
the Technical Department present on all test flights following a “D” check (Main Base
Check).

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An observer may be required on test flights to investigate recurring defects or to check

aircraft performance.
An observer is not normally required for individual test flights where recurring defects are
not involved.
8.7.2.6. Test Flight Procedure
It is the responsibility of the Engineer of the test flight to ensure that the crew are
adequately briefed and that the tests are satisfactorily carried out and the necessary data
properly recorded.
On test flights where an Engineer is not required, it is the responsibility of the Maintenance
Supervisor to ensure that the Crew is adequately briefed and it is the responsibility of the
Captain to ensure that the tests are satisfactorily carried out and the necessary data
recorded.
8.7.2.6.1. Prior to a Test Flight
A copy of the Test Flight Report Form must be completed and signed by the Maintenance
Supervisor calling up the test flight. The reason for the test flight, test to be completed and
the aircraft weight must be entered on the form. The completed form should be placed in
the Aircraft Technical Log.
A copy of the appropriate Test Flight Schedule.
A completed Load Sheet.
Note: Engineering/Maintenance Department holds Test Flight Report Forms and all Test Flight Schedules.
8.7.2.6.2. On Completion of the Test Flight
The Captain must complete the Certificate of Serviceability section in the Test Flight
Report Form and sign it. The co-pilot and observers must also sign the form.
The Captain must ensure that all defects are entered in the Technical Log and on the Test
Flight Report Form. Details of flight times must be entered on the form.
The completed Test Flight Report Form and Test Schedule, where applicable, should be
placed in the Aircraft Technical Log for return to Quality Assurance.
8.7.2.6.3. Test Flight Requirements
Refer to the Engineering Manual for information on test flight requirements.
8.7.2.7. Testing of Equipment
Unless authorised by the Deputy Executive Director on Flight Operations - Flight
Operations Director or requested by the Technical Manager, the functional testing of items
of aircraft equipment should not be carried out during passenger or cargo flights.
8.7.3. Simulation of Abnormal or Emergency Procedures
The in-flight simulation of abnormal or emergency procedures while passengers,
cargo or mail are being transported onboard AZAL’s aircraft is strictly prohibited.
When engine out manoeuvres are practiced in an aircraft during flight or landing training,
the engine failure must only be simulated.

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If a pilot considers that he requires practice in any procedure, he should make this known
to the Deputy Executive Director on Flight Operations - Flight Operations Director or
president of AZAL.
Arrangements will then be made to cover such points during the pilot’s next periodic
check.
8.7.4. Delivery Flights
Delivery flights are flights where – after a purchasing or lease agreement – an aircraft is
flown from the manufacturers, seller’s or leaser’s facility to the airline or vice versa (from
the airline to the purchaser’s facility in case the airline/owner sells/transfers the aircraft to
another airline/buyer or to a new lessee.
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 must 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 mechanics.
For those flights with minimum crew and the permitted persons – other than flight crew and
passengers – the Deputy Executive Director on Flight Operations - Flight Operations
Director may specify acceptable deviations from the procedures required under AAR-
OPS1 and the company operations manual(s), but never below the requirements, national
and international regulations for non-commercial operations (ICAO Annex 2, Annex 6, II,
etc)
Delivery flights may be combined with training flights provided the minimum crew as per
the AOM is on board. On those delivery flights, where all requirements for AAR-OPS1 and
the company operations manual(s) are met (including all insurance coverage’s for
commercial operations) passengers – even commercial passengers – may be carried, if
the aircraft registration is removed from the AOC only after the arrival at the final (delivery)
destination.
8.7.5. Ferry Flights
Ferry flights are flights to bring an aircraft from one aerodrome to another. They may be
conducted at least with one cabin crew and reduced airworthiness as permitted by AFM or
its supplements.
The Captains must have the approval of the Deputy Executive Director on Flight
Operations - Flight Operations Director for Ferry Flights with reduced airworthiness.
8.7.6. Demonstration Flights
Demonstration flights may be flights for the purpose of sales/advertising demonstrations
where no commercial load is carried, for instance flights with journalists, customers to
introduce a new type of aircraft or new routes.
A demonstration flight could also be a flight to demonstrate flight characteristics to a
potential customer interested in buying or leasing that aircraft.
In any case, all fights with passengers aboard require full and normal crew complement.
Flights without passengers may be combined with training flights and either requires
normal crew composition (without cabin crew) or at least a type qualified instructor plus a

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flight crew member with the basic pilot licenses required for that category of aircraft. Other
than for the normal flight operation VFR flights are also permitted in excess of a distance
of 25 NM from the airport provided the required VFR minima apply. The Deputy Executive
Director on Flight Operations - Flight Operations Director may specify additional minima-
increments on an individual basis.
8.7.7. Positioning Flights
A positioning flight is a flight to bring an aircraft to an aerodrome from which it will be
scheduled for flight.
Positioning flights may be performed with the minimum flight crew.
Crewmembers of the company may be transported on the way from or to flight duty (Dead
Head Crews). When dead head crews are carried on positioning flights there must be at
least one qualified cabin attendant assigned on duty.
8.8. Oxygen Requirements
The flights in a pressurized or unpressurized aircraft shall not be commenced unless a
sufficient amount of stored breathing oxygen is carried to supply crew members and
passengers.
Flight crew shall use oxygen whenever the cabin altitude exceeds 10 000 ft.
Flights at altitudes giving a cabin pressure of < 700 mb must not be planned without
adequate oxygen supply.
A cabin pressure between 700 mb and 620 mb requires an oxygen supply sufficient for the
crew and 10% of the passengers for ever period of time in excess of 30 minutes.
With a cabin pressure < 620 mb the oxygen supply must permit continuous use for the
crew and all the passengers. With supply sufficient for crew and passengers should the
cabin pressure drop.
For flights above 25000 ft the crew must have access to oxygen.
Approximate altitudes corresponding to pressure:
Pressure, mb 700 mb 620 mb 376 mb
Approximate corresponding
10000 ft/3000 m 13000 ft/4000 m 25000 ft/7600 m
altitudes, ft and m
The medical authorities often recommend the use of oxygen at altitudes lower than those
mentioned above. It is therefore left to the Pilots discretion to use oxygen, in addition to the
above, whenever it is carried.
Definitions
First Aid Oxygen – a supply of undiluted oxygen for passengers who, for physiological
reasons, might require oxygen following a descent from cabin pressure altitudes above
25,000ft
Supplemental Oxygen – pressurised aircraft, a supply of oxygen to the required number
of occupants for the required flight time at the appropriate altitude(s), following a cabin
depressurisation.

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Crew Protective Breathing Equipment (PBE) – an equipment to protect the eyes, nose
and mouth of each flight crewmember while on flight deck duty and for each cabin
crewmember.
8.8.1. PBE
The PBE shall allow the crewmembers to continue to perform their duties even under
smoke or toxic air conditions in the cabin or on the flight deck; the portable PBE equipment
must allow active fire fighting.
Each flight crewmember on flight deck duty shall have equipment to protect his eyes, nose
and mouth and to provide oxygen for a period of not less than 15 minutes.
In addition, when the flight crew is more than one and a cabin crewmember is not carried,
a portable PBE must be carried to protect the eyes, nose and mouth of one member of the
flight crew and to provide oxygen for a period of not less than 15 minutes.
The PBE intended for flight crew use must be conveniently located on the flight deck and
be easily accessible for immediate use by each required flight crewmember at their
assigned duty station.
One PBE, with the above-mentioned requirement, must be installed adjacent to each
required cabin crewmember duty station.
For further guidance refer to the FCOM, AFM or the CCH.
8.8.2. First Aid Oxygen
The amount of oxygen shall be calculated using an average flow rate of at least 3 litres
Standard Temperature Pressure Dry (STPD) per minute/person for the entire flight after
depressurization at cabin altitudes of more than 8000ft for at least 2% of the passengers
carried (but in no case for less than one person). The amount of first aid oxygen required
for a particular operation shall be determined on the basis of cabin pressure altitudes and
flight duration, consistent with the operating procedures established for each operation and
route.
The oxygen equipment provided shall be capable of generating a mass flow to each user
of at least four litres per minute, STPD. Means may be provided to decrease the flow to
not less than two litres per minute, STPD, at any altitude.
If one bottle is used during the flight, the aircraft can still continue.
If more than one bottle is used on a flight departing from base, then subsequent flights can
depart, provided that they either:
 Fly below 25,000ft
 Carry passengers less than or equal to the below AAR-OPS1 requirements
• 2 bottles remaining = 100 passengers
• 3 bottles remaining = 150 passengers
8.8.2.1. Medical Oxygen Bottle

1.Medical Oxygen Bottle

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The oxygen bottle is inside of a box. Oxygen is provided as opening the transparent
cover. The bottle remains in the box. It must be preferred previously as first aid oxygen.
Oxygen bottle has one outlet. The capacity is 625 lts. It has two indicators:
a) Pressure gauge
b) Volume of flow gauge that determinates the amount of oxygen per minute.
Pre-flight check
Due to check list;
• It’s properly secured in its location, pressure gauge(1500-1800 PSI)
• Adult and infant masks are located over the bottle,
• Expiry date is valid.
Operation
• Locate the bottle next to the passenger with the box.
• Insert the mask to the required outlet.
• Turn on the ON/OFF valve and provide the oxygens’ volume of flow.
• One of the selection can be choose at oxygen volume of flow 2 or 4
NOTE: Oxygen bottle shall be secure when the seatbelt signs are on, during all flight and when the bottle
is not in use.
• Check the flow of oxygen after turning on the valve.(Squeeze the connection part of
mask and reservoir bag, if the bag flows oxygen is available.)
• Expiry time is written over the plate which seems after opening the transparent
cover.
• Turn off the valve after using.
• Replace oxygen bottle in its location after use.
• Enter the cabin maintenance log book.

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Duration:
Litres / minute Duration

2 L / min 4 hours 22 mins
3 L / min 3 hours13 mins
2. Electronic Respiratory Assistive Devices
Operators are required to permit individuals to use electronic respiratory assistive devices
in the passenger cabin unless the device:
a) Does not display a manufacturer's label that indicates the device meets the
requirements for medical portable electronic devices set by the Authority .
b) Does not display a manufacturer's label that indicates the device meets FAA
requirements for medical portable electronic devices where requirements for medical
portable electronic devices have not been set by the Authority .
c) Cannot be stowed consistent with cabin safety requirements.

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Four types of passenger supplied electronic respiratory assistive devices are covered by
this rule:
1. Respirators
2. Ventilators
3. Continuous Positive Airway Pressure (CPAP) machines
4. Portable Oxygen Concentrators (POC)
At present, a label indicating that the device complies with Radio Technical Commission
for Aeronautics (RTCA) standards meets FAA requirements and need not specifically state
that the device is FAA approved.
Note: Crew are not required to operate POCs (Portable Oxygen Concentrators). The passenger will operate
the device when necessary and will supply their own mask or cannula. POCs can be used at anytime on
the aircraft, including taxi, takeoff, landing and in the aisle or lavatory during flight. The passenger may not
sit in an exit seat or in a seat directly behind a bulkhead. There is no limit to the number of POCs allowed
onboard the aircraft. A POC battery which has been in use will feel slightly warm to the touch, but will not be
hot. The Senior Cabin Crew should ensure that the Commander is notified of a passenger using a POC.
Notification of a passenger with an approved POC will appear on the Passenger
Information List report If a POC malfunctions, an alarm may sound. If this occurs, ensure
the passenger turns the POC off and determines the cause (in most cases the battery
may need to be changed). If a malfunction causes the POC to stop operating, no action is
required by the Crewmember, unless the passenger states he/she needs oxygen. The
Crewmember should then use a portable oxygen bottle to administer oxygen. The
passenger is not allowed to attach their own cannula or mask to an aircraft oxygen bottle.
Approved Stowage Locations for POCs:
• Underneath the seat in front of the passenger.
• Secured in an adjoining seat in the same row as the passenger when being used.
• When not in use, placed underneath the seat, in an overhead bin or other approved
storage location.
8.8.3. Oxygen Requirements
The amount of supplemental oxygen required shall be determined on the basis of cabin
pressure altitude, flight duration and the assumption that a cabin pressurization failure will
occur at the altitude or point of flight that is most critical from the standpoint of oxygen
need, and that, after the failure, the aircraft will turn away and descend in accordance with
emergency procedures specified in the AFM or AOM to a safe altitude for the route to be
flown that will allow continued safe flight and landing.
Following a cabin pressurisation failure, the cabin pressure altitude shall be considered the
same as the aircraft altitude, unless it is shown that no probably failure of the cabin or
pressurisation system will result in a cabin pressure altitude equal to the flight altitude.
Under these circumstances, the maximum cabin pressure altitude established for the type
certification of the aircraft shall be used as a basis for determination of oxygen supply.
For further guidance refer to the FCOM or AOM.

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8.8.3.1. Oxygen Equipment and Supply Requirements for Flight

Crew
Each member of the flight crew on flight deck duty shall be supplied with supplemental
oxygen with quick donning type of mask. (See AOM). If all occupants of flight deck seats
are supplied from the flight crew source of oxygen supply then they shall be considered as
flight crew members on flight deck duty for the purpose of oxygen supply. Flight deck seat
occupants, not supplied by the flight crew source, are considered to be passengers for the
purpose of oxygen supply.
Flight crew members, not covered by the sub-paragraph above, are for the purpose of
oxygen supply, to be considered as:
 Cabin crewmembers if they are on call or are definitely going to have flight deck
duty before completing the flight
 Passengers if they are not on call and will not be on flight deck duty during the
remainder of the flight.
8.8.3.2. Cabin Crew Members and Passengers
Cabin Crew Members and passengers shall be supplied with supplemental oxygen. (see
AOM). Cabin Crew Members carried above the minimum number of Cabin Crew Members
required should be considered as passengers for the purpose of oxygen supply.
8.9. Crew Regulations
8.9.1. Behaviour in Public
Every crewmember must be aware that he is a representative of the AZAL and that people
will identify his appearance with AZAL.
Crewmembers are always at the center of interest, also when travelling Dead Head.
Therefore loud welcome ceremonies are prohibited as well as confidential talks about
company subjects in public or with other crews or other crewmembers on duty.
Never make negative statements about the company or discuss company matters when
people other than those of the company are present.
Politeness and kindness should be the out-standing characteristics of every crewmember.
With regard to public opinion, locations shall not be visited even when not in uniform where
the possibility of a wrong impression to outsiders exists especially during night stops.
All crewmembers should ensure that they themselves and their colleagues always comply
with the above regulations.
8.9.2. Personal Documents
For flight duty the crewmembers have to carry the following documents:
 Valid Licence,
 Valid passport,
 Crewmember certificate (Landing Card),
 Emergency training and first aid certificate,
 Visa (if required),
 Medical certificate.

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Each crewmember is responsible for the validity of his documents. He has to take care in
time for issue, renewal, and extension of his documents.
8.9.3. Validity of Licenses and other Personal Documents
Crew are responsible for holding up-to-date passports, visas and medical certification. The
Company does not undertake to do this on behalf of individuals, although assistance will
be freely given when possible (when taking visa).
It is the responsibility of the individual flight crew member to ensure he is in possession of
a valid and properly rated licence, appropriate to his function, at all times when engaged
upon flight duties and to take all necessary action for the maintenance and removal of his
licence and compliance with all related legislation. All Pilots are employed on this basis
and non-compliance would render them liable to dismissal.
Immediately after renewing his licence, every Pilot must inform Flight Operations that this
has been done and produce his licence for a physical check. The Company will record all
details including currency of licence and instrument rating.
8.9.4. Crew Member Certificate
Each Crew Member will be provided with a Crew Member Certificate. The Landing Card
has to be handed over to the Operations Department for renewal of validity in good time
before expire. In any case of leaving the company it should be returned immediately to the
company.
8.9.5. Company Identity Card
At the beginning of employment a Company Identity Card will be issued to each crew
member.
This identity card shows the holder to be an employee of AZAL. The ID-card is the basis
for requests for reduced tickets for flights with the company and/or other airlines. Special
rules about reduced tickets are laid down in the relevant AZAL regulations.
The loss of any personal document must be reported immediately to the company
personnel department, and Deputy Executive Director on Flight Operations - Flight
Operations Director . When leaving the company all documents which have been provided
by the company must be returned.
8.9.6. Uniform
The uniform portrays the image of the AZAL and identifies the wearer as representative of
AZAL.
All crew members must wear uniform during flight duty, unless otherwise directed by the
The standard uniform and replacement periods for individual items are laid down in the
company manuals
The summer uniform is used during the period 15th MAY to 15th OCT. On this period the
jacket may be worn when desired.
Unauthorized alterations of the uniform are not permitted. Non-uniform items of clothing
must not be visible when worn with the uniform.
The individual crew member is responsible for laundry and dry-cleaning.

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8.9.7. Regulations for Wearing of the Uniform

Wearing the uniform - or parts of it - is only allowed during flight duty, on the way from and
to the duty and on dead-head flights. It is not allowed to wear the uniform in bars,
nightclubs, or dance halls, or outside other than to and from work.
The uniform must be clean and in good condition. For unforeseen night stops the crew
member should have spare clothes in the hand luggage.
8.9.8. Crew Baggage
Only personal luggage is considered as crew baggage. Crew Baggage will be transported
in the cargo compartment. It must have the special label for crew members, to be
recognizable as Crew Baggage. Stickers on the baggage are not allowed. Luggage’s will
not be carried in cockpit or cabin.
8.9.9. Mail Box (Q-Pulse)
Every crew member has a Mail Box in the Q-Pulse software. All written information will
reach the crew member via this Mail Box. Also revisions and amendments of the company
manuals may be distributed via the Mail Box.
8.9.10. Tips, Rewards
In principle it is prohibited for crew members to accept any kind of donation (tips, presents,
rewards) from passengers relating to their duty. If those donations are offered they should
politely be refused. Any food staff given by unknown passengers should be destroyed or
taken out of aircraft immediately.
Should it be impossible to refuse such offer (i.e. political or official nature) the items shall
be presented immediately after return to the home base to the FOD for a decision on their
further handling. Any neglect to do so will be prosecuted.
8.9.11. Customs and Currency Regulations
All crewmembers have to pass through customs, immigration, currency control, etc. locally
as prescribed. Everybody has to comply with the local customs and other special
immigration regulations which may often be more restrictive for crew members than for
passengers. Crew members must declare all duty liable goods and are responsible for
duty charges on those goods. The same policy applies to restrictions on import or export
currencies.
Note: For passport/visa and health requirements see the Jeppesen Route Manual, Section "ENTRY
REQUIREMENTS"
8.9.12. Violation of Customs or Currency Regulations
It must be clearly understood that non-compliance with the customs regulations and other
official controls is a very serious offence against the company regulations and the laws
and regulations of a foreign country.
Anybody caught smuggling or wilfully breaking the currency or other regulations can
expect immediate dismissal from the company as well as heavy fines or even prosecution
by the state concerned.
8.9.13. Duty Free Shopping
When shopping in a duty free shop customs regulations must be taken into account.
Departure should never be delayed because the crew is duty free shopping, nor should

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passengers get such an impression. The Captain and the SCC are both responsible to get
the safety and security measures in the absence of any crew member.
More than once a day or at intermediate stops when passengers stay on board Duty Free
shopping by crews is not allowed.
8.9.14. Change of Address
Any change of a residential address and/or telephone contact shall be forwarded
immediately to the company. Such notification shall be made before the change takes
place.
8.9.15. Handling of Company Material
All crew members are obliged to handle all company material with great care. For
damages caused by the crew member the company reserves the right to have recourse to
the crew member.
Crew members shall maintain the manuals, handbooks and other documents handed over
to them in good condition.
When the employment contract terminates everything belonging to the company shall be
returned.
Crewmembers are strictly prohibited to take any articles from on-board such as small gifts
(e.g. toys), catering items, parts of cabin or galley equipment.
8.9.16. Accident/Illness
Accidents or Illness must be reported immediately to:
 The Captain (when away from home base)
 Crew planning department when on duty, otherwise Dispatch.
The crew member must inform about:
 The expected duration of illness,
 Any change of duration.
 Every crewmember is responsible to report his position changes immediately
occurred.
8.9.17. Crew Hotels
Every crew member is responsible to report a change in their whereabouts immediately.
Hotels for the crew will be provided by the company. That means the company will pay for
the room and the breakfast. A list of the crew hotels with important information about the
hotels will be distributed by the company.
In case of unforeseen night stop or when there is no reservation made by the company,
the Captain will decide which hotel shall be taken by the crew.
Whenever possible the whole crew shall stay in the same hotel.
All crew members shall:
 Behave in uniform as well as in civilian dress in such a way that the image of the
AZAL will not be adversely affected;
 Follow local procedures for accommodation and crew meals;

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 Refrain from direct complaints to hotel personnel, but forward same to the
company by the proper channels;
 Settle all personal bills before checking out.
8.9.18. Night Stops/Stop Over away from the Home Base
All crewmembers shall comply with all instructions required for the specific country before
leaving the aircraft.
After the flight they will meet the Captain for the debriefing and in order to receive
information for accommodation, transport to the hotel and departure from the hotel to the
airport.
Pick up time for crew transportation to the airport will be advised by the Captain.
It should be arranged so that the crew will arrive at the airport at least (1:15) one hour
fifteen minutes before scheduled time of departure.
If necessary crew transport will be arranged by the company or the handling agent.
Normally the local company representative and the Captain are responsible for the crew
transport in time. Complaints about the transportation will be made by the Captain to the
company.
Usually all crewmembers will use crew transport and accommodation provided by the
company, in case no accommodation is required the Captain must be informed by the
crewmember and asked for permission to leave. Contact address shall be left with the
Captain and SCC. If a crew will be based in a city outside of the Main Base than hotel and
transition may/or may not be provided.
The crew members shall present themselves to the Captain after check-in for flight duty.
8.9.19. Contact of Crew Abroad
On crew stations (hotels) abroad, crew members shall be back at the hotel from trips
outside the town at least 2 hours before the scheduled time of departure. Each crew
member shall always observe the minimum rest time according to OM.
Crew members shall keep the Captain informed about their absence.
Crew members outside of the home base will bring themselves in a position that they will
be on duty within 2 hours when called.
8.9.20. Smoking in the Aircraft
(AAR-OPS1 4.45)
On the majority of AZAL flights - smoking is strictly prohibited. (Including e-cirettes, pipes,
cigars)
8.9.20.1. Smoking Rules for Crew Members
AZAL crew must not smoke on any company aircraft at any time. There are no exceptions.
8.9.21. Serious Injury, Death or Other Symptoms
Any action must be taken in case of a serious illness, fever, injury or death in flight, to
avoid contagion for the other persons on board.
The ill person should be isolated for the comfort and the safety of the ill person and of the
others passengers.

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As long as the ill person is on board, first aid must be given by flight attendants or
competent passengers(if possible by the doctor on board).
It is the Captain responsibility to decide if an immediate landing is to be made. Such a
situation can be considered as an "Emergency".
In the event of a death in flight, if there is no doctor on board, landing at the nearest airport
shall be made. (if there is a doctor and he declares the passenger to be death, than flight
may be completed to the destination) The Captain must advise the relevant ground
authorities, through ATC, of the State's airspace in which the death occurred and also the
destination State's authorities, if different, when entering their airspace.
The Captain must complete a report which records the name of the deceased person,
nationality, the time of the death, location and registration of the aircraft. One copy of this
report is to be given to ground authorities at destination and another to the Deputy
Executive Director on Flight Operations - Flight Operations Director .
8.9.21.1.1. Injury
When a passenger is involved in an accident whilst on board one of our flights ,full details
should be recorded on the flight report.
If a crew member becomes injured while on duty at their place of work a Health and Safety
Report should be completed.
In the event of illness and the condition of passenger or crew member is critical , it is the
duty of the Captain to call the nearest suitable airport for landing and to make preparations
by radio for the care of the sick person.
8.9.21.1.2. Death or any other Contagion
If the passenger dies on board the aircraft, the following actions must be taken by the
Cabin Crew:
 Inform the Captain immediately
 Move other passengers away from the deceased if possible
 Close the eyes of the deceased person and cover them with a blanket
 Be attentive to relatives and/or friends of the deceased
In the event of a death or any other contagion on board the Captain will need to
inform the nearest appropriate authority as soon as possible. The following
information will be required:
 Circumstantial details of death or illness
 Full name, nationality and date of birth
 Address
 Port of embarkation and destination
 Seat row and number
 Altitude in the cabin at the time of death
 Number of passengers on board
 Details of any treatment and action taken
 Names of any accompanying close relatives or friends.

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8.9.21.1.3. Communicable disease

The PIC shall ensure that a suspected communicable disease is reported to ATC, in order to
facilitate provision for the presence of any special medical personnel and equipment
necessary for the management of public health risks on arrival. A communicable disease could
be suspected and require further evaluation if person has a fever (temperature 38*C or
greater) that is associated with certain signs or symptoms.
The following information must be reported by PIC:
• Aircraft identification
• Departure aerodrome
• Destination aerodrome
• ETA
• Number of persons on board
• Number of suspected cases on board and the nature of the public health risk, if known.
Inbound aircraft carrying a suspected case of communicable disease may pose a serious
public health risk and the number of consideration should be taken into account:
The PIC needs to be advised of where to park the aircraft by ATC. This maybe on a remote
stand, or, depending on the situation, on the apron with or without passenger boarding bridge
attached. Such aircraft should be parked at stands which have all the relevant facilities, enable
continued ventilation of the aircraft and allow easy accessibility to public health personnel to
asses any suspect cases and permit efficient clearance of passengers.
Personal protective equipment PPE appropriate to the suspected communicable disease, the
mode of transmission and the nature of duties being performed by aviation personnel, should
be worn. For many communicable diseases, disposable gloves and good hand hygiene are
sufficient.
When a passenger on board shows symptoms which might indicate the presence of a major
disease, the PIC of an arriving flight must ensure that the airport medical or health authority
have been informed.
It is the responsibility of the airport medical or health authority to decide whether isolation of
the aircraft, crew and passengers is necessary.
attempt to off load cargo or catering until such time as authorized by the airport medical or
health authority.
Each station, in conjunction with the airport medical or health authorities will devise a plan that
would provide, when necessary, for:
The transport of suspected cases of infectious diseases by selected ambulances to a
designated hospital.
The transfer of passengers and crew to a designated lounge or waiting area where they can
be isolated from other passengers until cleared by the airport medical or health authorities.
The decontamination of the aircraft, passenger baggage, cargo and mail and any isolation
lounges used by passengers or crew suspected of having infectious diseases.

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8.10. Delay codes

Delay Codes Delay Codes should be applied if the delay time exceeds 15 minutes
1 Intentionally left blank
3 Delay time
4 Lack of Aircraft
6 Unscheduled Clash Congestion (this to be used by stations/ crew only as additional explanation for
delays in AZALs Delay Report (delay time: 00:00)
A Delay mainly caused/ influenced by delayed operation of own flight
B Delay mainly caused/ influenced by delayed operation of other flights/ carrier
8 Actual block time of incoming aircraft more than scheduled block time
Schedules
9 Ground Time
A Scheduled ground time less than official minimum ground time
11 Late Check-in
A acceptance after deadline
B late tour operator transfer
C late acceptance of standby passengers
12 Late Check-in
A congestion in check-in area
B lack of/ slow check-in staff
13 Check-in Error
A pax or baggage checked in for wrong flight/ destination
B incorrect final pax figures (e.g. due to incorrect ticket lifting or counting
14 Over sales, Sales, Booking Errors, Ticketing
A booking errors/ incorrect booking figures
B ticketing error (wrong departure time, routing destination etc. in ticket)
C overbooking/ offloading of OK passengers
D downgrading/ upgrading
E unscheduled equipment/ configuration change
15 Boarding
A late/ missing checked-in passenger
B boarding discrepancies

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C lack of/ late staff

D lack of/ late pax busses
E passengers denies boarding
F seating problems
G passport/ visa check at gate
H hand baggage removal
16 Commercial Publicity, Passenger Convenience, Special Handling
A passenger convenience, VIP, press TV
B sick, dead, drunken, misbehaving passengers
C disabled, wheelchair passengers
D installation of stretcher/ oxygen
E acceptance of passengers load from other flight or carrier (not connecting: > 91)
17 Catering Order
A later or incorrect order given to caterer
B up-catering due to increased actual passenger figures
18 Baggage Processing
A late delivery to aircraft
B lack of staff in loading/ sorting area (if not operated by airport authorities: > 84)
CARGO AND MAIL
19 not in use
20 not in use
21 Documentation
A late / missing documents
B incorrect documentation
22 Late Positioning
A late positioning of cargo at aircraft
23 Late Acceptance
A late acceptance
24 Inadequate Packing
A Inadequate packing, damage, leaking, spillage of shipment
B provision of loading material
25 Over-sales
A booking errors, lack of traffic rights, embargoes
B equipment change (commercial reasons)
C restriction due to volume-, weight or operational reasons
26 Late Preparation in Warehouse

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A late / incorrect build-up of ULDs

27 Documentation, Packing
A late / missing documentation
28 Late Positioning
A late positioning at aircraft
29 Late Acceptance
A late acceptance
AIRCRAFT AND RAMP HANDLING
30 not in use
31 Aircraft Documentation
A late load sheet
B incorrect load sheet
C late, missing, incorrect passenger manifest/ GENDEC, cargo
D NIL manifest, slow, late, missing immigrations/ customs cards or other authority-forms
32 Loading / Unloading
A lack of / insufficient / late loading staff
B lack of/ late ramp agent/ tramp coordinator
C incorrect loading (not according load plan or loading principles)
D bulky, heavy, special cargo: lashing
E special, oversized baggage (e.g. sports equipment music instruments etc.
33 Loading Equipment
A late / lack of breakdown of high loader, conveyor belt, dollies
B lack of equipment operators/ staff
34 Servicing Equipment (late, lack of, breakdown of)
A late, loading bridges
B slow, unsatisfactory cleaning
C extraordinary cleaning demand; special request
35 Late or Incomplete Aircraft Cabin Cleaning
36 Fuelling / De-fuelling
A late, lack of or breakdown of fuel truck/ under-floor System Slow fuelling (fuel flow)
37 Catering (incl. cabin equipment like headrest covers, toilets supplies etc.; or documentation like e.g.
immigration-, customs forms etc. supplied by caterer
A late or incorrect delivery
B lack of or breakdown of equipment
C belly/ galley reloading, stowing
38 ULD

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A lack of serviceability
39 Technical Equipment/ Pushback/ Start-up (late, back of, breakdown of)
A air-start/ ground power/ de-icing unit
B tow bar
C pushback equipment
D staff/ equipment operator
E pushback/ start-up assistance
40 not in use
MAINTENANCE AND AIRCRAFT EQUIPMENT
41 Aircraft Defects
A aircraft loading system inoperable
B technical defects (not damages: - > 51 or 52 or ACARS system : > 58 A)
42 Scheduled Maintenance
A late release
B late positioning
C late EDTO/ETOPS check
D insufficient scheduled maintenance time
43 Non Scheduled Maintenance
A special checks/ works
B lack of/ breakdown of maintenance equipment
44 Spares and Maintenance Equipment
A lack of spares
B lack of/ breakdown of maintenance equipment
45 AOG Spares
A AOG spares (to be carried to another station)
46 Aircraft Changes
A Aircraft/ equipment changes for technical reasons
47 Not in use
48 Cabin Configuration/ Version Adjustments
A scheduled cabin configuration/ version adjustments performed by maintenance
49 not in use
50 not in use
51 Damage During Flight Operation (any damage caused whilst aircraft was moving under its own
power
A bird strike
B lightning strike

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C turbulence
D heavy landing
E overweight landing
F collision during taxiing
52 Damaged During Ground Operation
A collisions other than during taxiing
B by ground handling equipment
C by catering equipment
D by maintenance equipment
E by crew (e.g. emergency slides)
F towing
G extreme weather conditions
H contamination
53 not in use
54 not in use
EDP/ AUTOMATED EQUIPMENT PROCESSING FAILURE
55 Departure Control
A check-in
B gate control
C weight and balance
56 Cargo Preparation/ Documentation
A host down
57 Flight Plans
A host down
58 Others
A ACARS
B link down
59 not in use
60 not in use
FLIGHT OPERATIONS AND CREW
61 Flight Plan, Flight Documentation (missing, late, incorrect)
A operational flight plan (OFP)
B ATC-flight plan (not filed at ATC)
C other flight documentation (MET, Notams, etc.)
D change of flight documentation
62 Operational Requirements

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A fuel alterations
B load alterations
63 Late Crew Boarding (other than connection and standby (flight deck or entire crew))
A late transport (late crew bus: pick-up or driving time)
B late transport (crew reasons: pick-up time revised by crew: crew not ready at pick-up time)
C crew not on board at crew boarding time
64 Flight Deck Crew Shortage
A Sickness
B awaiting standby crew
C duty time limitations/ minimum crew rest
D scheduling (disposition error)
E travel documents (passport, visa, health, etc.)
65 Flight Deck Crew Special Request (not within operational requirements)
A technical requirements
B crew meals
C holding pax boarding (e.g. due to slots)
D crew relative’s standby problems
66 Late Cabin Boarding or Departure Procedures (other than connection or standby)
A late cabin crew (not board at crew boarding time)
B late transport (late crew bus: pick-up or driving time)
C late transport (crew reasons; crew not ready at pick-up time)
67 Cabin Crew Shortage
A sickness
B awaiting standby crew
C duty time limitations/ minimum crew rest
D scheduling (disposition error)
E travel documents (passport, visa, health, etc.)
68 Cabin Crew Special Request (not within operational requirements)
A crew meals
B holding pax boarding (e.g. due to slot)
C cabin crew request for additional catering
D late galley/ meal check
69 Captain’s Request for Security Check
A extraordinary security check/ investigation on captain’s request
70 not in use
71 Departure Station

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A departure station below operating limits

72 Destination Station
A destination station below operating limits
73 ETOPS/EDTO-Enroute Alternates
A ETOPS/EDTO-enroute alternates below operating limits
74 Alternates
A alternates below operating limits
75 De-icing of Aircraft (excluding unserviceabilities of equipment - > 39 A)
A de-icing/ waiting for de-icing before pushback/ taxiing
B de-icing (remote) after “off-blocks”
76 Airport Condition
A removal of snow, ice, water and sand from airport
77 Ground Handling (except de-icing: > 75)
A ground handling impaired by adverse weather condition
78 not in use
79 not in use
80 not in use
AIRPORT AND GOVERMENTAL AUTHORITIES
81 Air Traffic Services Enroute or at Destination Airport (for departure airport: - > 89)
A CTOT/ slot/ restrictions/ traffic congestion
B industrial action
C holding time enroute
D holding time destination
E additional time due to reduced airspeed (crossing time at a fix-point)
F additional time due to reduced airspeed (long range cruise at low level)
G additional time due to reduced airspeed (separation)
H additional time due to re-routing
82 ATFM due to ATC Staff (Equipment en-route reduced capacity caused by industrial action or staff
shortage or equipment failure, extra ordinary demand due to capacity reduction in neighbouring area)
83 Restrictions at Departure Airport
A runway/ taxiway closed
B obstructions
C night curfew/ noise abatement
D industrial action/ political unrest
E special flight/ VIP movements/ military activities
84 ATFM due to weather at destination

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85 Mandatory Security
A baggage identification due to missing passenger
B lack of/ late security staff
C lack of/ breakdown of security facilities/ equipment
D adhoc security measures by airport – or security authorities
E bomb scares
F checks involving cargo and mail
86 Immigration, Customs, Health
A Immigration
B customs (e.g. special baggage checks)
C health (disinfections of aircraft)
D deportees
87 Airport Facilities
A parking stands/ ramp congestion
B lack of gates
C lack of check-in counters
D terminal limitations
E baggage transportation/ sorting system down/ slow
F lack of staff in baggage loading sorting area
88 Restrictions at Airport of Destination
A Airport and/or runway closed due to obstruction
B Industrial action
C Staff shortage
D Political unrest
E Night curfew / noise abatement
89 ATC/ Ground Movement Control at Departure Airport
A traffic congestion on ground
B start-up/ pushback clearance
C industrial action
90 not in use
REACTIONARY
91 Load Connection
A awaiting load from another flight (scheduled; in case of irregularities, over bookings, etc. - > 16 E
92 Incorrect handling by Previous Station
A through check-in error; incorrect transit/ transfer figures pax and baggage
B missing/ incorrect separation of transit/ transfer/ local loads

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C missing/ incorrect catering load

93 Aircraft Rotation
A late arrival of aircraft
94 Cabin Crew Rotation
A awaiting cabin crew from another flight (including deadheading crew members)
95 Crew Rotation
A awaiting flight or entire crew from another flight (including deadheading)
96 Operational Control
A re-routing
B consolidation
C aircraft change/ equipment change for other than technical
MISCELLANEOUS
97 Industrial Action
A industrial action within own airline
98 Industrial Action
A industrial section outside own airline (excluding ATC: - > 89 C and ATS: - > 81 B)
99 Only to be used as provisional code if a reason cannot immediately be matched with one of the
other delay codes. Include explanation into voyage report.

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Dangerous Goods Date: 28-Dec-19
9. Dangerous Goods
9.1. Information, Instructions and General Guidance on the Transport of DG
Dangerous Goods are items as defined in the valid "ICAO Technical Instructions for the
Safe Transport of Dangerous Goods by AIR" (ICAO TI) and / or in the valid "IATA
Dangerous Goods Regulations"(IATA DGR). Such items can be carried safely provided
they are handled and stowed in accordance with the instructions detailed in this chapter.
Any Dangerous Goods Incident or Accident must be reported immediately to
Operations Control Centre
OCC will then report to the FOD and the FOD has to report to the Authorities according
OM A 9.4.5
9.1.1. Policy for the Transport of Dangerous Goods
The provisions of these Regulations do not apply to dangerous goods carried on an
aircraft where the dangerous goods are:
 to provide medical aid to a patient during flight,
 to provide veterinary aid or a humane killer for an animal during flight,
 to provide aid in connection with search and rescue operations during flight.
Dangerous goods must not be carried by passengers or crew:
 as or in checked baggage;
 as or in carry-on baggage; or
 on their person
 except as noted in OM A 9.2.9 through 9.2.8.
The provisions of these Regulations do not apply to “9.2.9. Provisions for Dangerous
Goods Carried by Passengers or Crew” when carried by passengers or crew members or
in baggage transported by the operator which has been separated from its owner during
transit (e.g. lost baggage or improperly routed baggage).
See also 9.2.4.8. Hidden Dangerous Goods for a listing of which may not be obvious to
passengers and crew and which may be inadvertently contained in baggage.
9.1.2. Glossary
Acceptance Check List
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.
Cargo Aircraft
Any aircraft which is carrying goods or property but not passengers. In this context the
following are not considered to be passengers:

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Crew Member
An operator's employee permitted by, and carried in accordance with, the instructions
contained in the Operations Manual;
An authorized representative of an Authority; or
A person with duties in respect of a particular shipment on board.
Dangerous Goods Accident
An occurrence associated with and related to the transport of dangerous goods which
results in fatal or serious injury to a person or major property damage.
Dangerous Goods Incident
An occurrence, other than a dangerous goods accident, associated with and related to the
transport of dangerous goods, not necessarily occurring on board an aircraft, 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. Any
occurrence relating to the transport of dangerous goods which seriously jeopardises the
aircraft or its occupants is also deemed to constitute a dangerous goods incident.
Dangerous Goods Transport Document
A document which is specified by the Technical Instructions. It is completed by the person
who offers dangerous goods for air transport and contains information about those
dangerous goods. The document bears a signed declaration indicating that the dangerous
goods are fully and accurately described by their proper shipping names and UN numbers
(if assigned) and that they are correctly classified, packed, marked, labelled and in a
proper condition for transport.
Freight Container
A freight container is an article of transport equipment for radioactive materials, designed
to facilitate the transport of such materials, either packed or unpacked, by one or more
modes of transport.
Handling Agent
An agency which performs on behalf of the operator some or all of the latter's functions
including receiving, loading, unloading, transferring or other processing of passengers or
Cargo.
Over pack
An enclosure used by a single shipper to contain one or more packages and to form one
Handling unit for convenience of Handling and stowage. (Note: a unit load device is not
included in this definition.)
Package
The complete product of the packing operation consisting of the packaging and is contents
prepared for transport.
Packaging
Receptacles and any other components or materials necessary for the receptacle to
perform its containment function and to ensure compliance with the packing requirements.

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Proper Shipping Name

The name to be used to describe a particular article or substance in all shipping
documents and notifications and, where appropriate, on packaging.
Serious Injury
An injury which is sustained by a person in an accident and which:
 Requires hospitalisation for more than 48 hours, commencing within seven 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
 Involves injury to any internal organ; or
 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 injurious radiation.
State of Origin
The Authority in whose territory the dangerous goods were first loaded on an aircraft.
Technical Instructions
The latest effective edition of the Technical Instructions for the Safe Transport of
Dangerous Goods by Air (Doc 9284-AN/905), including the Supplement and any
Addendum, approved and published by decision of the Council of the International Civil
Aviation Organization.
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.
Unit Load Device
Any type of aircraft container, aircraft pallet with a net, or aircraft pallet with a net over an
igloo.
Note: an over pack is not included in this definition; for a container containing radioactive
materials see the definition for freight container.

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9.1.3. Abbreviations
A
AVI Live Animals
C
CAO Dangerous Goods Cargo A/C only
CC Cabin Crew
E
EAT Foodstuffs
F
FIL Undeveloped Film
H
HEG Hatching Eggs
HUM Human Remains
I
ICE Carbon dioxide, solid (DRY Ice)
L
LHO Live Human Organs / Blood
M
MAG Magnetised Material (labelled)
R
RCL Cryogenic Liquids
RCM Corrosive
RCX Explosive 1.3C
REX Normally Forbidden Explosive (maybe CAO)
RFG Flammable Gas
RFL Flammable Liquid
RFS Flammable Solid
RFW Dangerous When Wet
RGX Explosive 1.3G
RIS Infectious Substance
RMD Miscellaneous Dangerous Goods
RNG Non-Flammable Non-Toxic Gas
ROP Organic Peroxide
ROX Oxidiser
RPB Toxic
RPG Toxic Gas
RRW Radioactive Category 1 -White
RRY Radioactive Categories 2 and 3 Yellow
RSB Polymeric Beads
RSC Spontaneously Combustible
RXB Explosive 1.4B
RXC Explosive 1.4C
RXD Explosive 1.4D
RXE Explosive 1.4E
RXG Explosive 1.4G
RXS Explosive 1.4S (Ammunition for sporting purposes)

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9.2. Acceptance, Labelling, Handling, Stowage and Segregation of Dangerous

Goods
9.2.1. Acceptance
9.2.1.1. Unit Load Device or Freight Container
AZAL must not accept from a shipper a unit load device or a freight container containing
dangerous goods other than:
 a unit load device or other type of pallet containing consumer commodities when
prepared according to Packing instruction 910;
 a unit load device or other type of pallet containing Carbon dioxide, solid (dry ice)
used as a refrigerant for other than dangerous goods; or
 a unit load device or other type of pallet containing magnetized material provided
prior approval from the operator has been obtained.
9.2.1.2. Package or Overpack
AZAL must not accept a package or overpack containing dangerous goods or a unit load
device or other type of pallet containing dangerous goods as described in 9.2.1.1 for
transport aboard an aircraft unless it is accompanied by two copies of the "Shipper's
Declaration for Dangerous Goods" or, where permitted, by the alternative documentation.
One copy of the declaration form must accompany the consignment to final destination
and one copy must be retained by the operator at a location on the ground where it will be
possible to obtain access to it within a reasonable period; the declaration form must be
retained at this point until the goods have arrived at final destination, after which time it
may be stored elsewhere.
9.2.2. Labelling
AZAL must also not accept the package, overpack, unit load device or other type of pallet
containing dangerous goods as described in 9.2.1.1 unless AZAL has inspected it, found it
to be properly marked and labelled and determined that there is no leakage or other
indication that its integrity has been compromised. The intended function of each package
must not be impaired by the overpack. With regard to overpacks and the packages they
contain, AZAL must take all reasonable steps to establish that:
 the package or overpack does not contain packages of dangerous goods which
require segregation according to Table 9.2.10.5,
 the overpack does not contain package(s) bearing the "Cargo Aircraft Only" label
except where:
• not more than one package is contained in the overpack, or
• if more than one package is contained in the overpack, the packages are
assembled in such a way that clear visibility and easy access to them is
possible, or the packages are not required to be accessible under 9.2.8;
 “PRESCRIBED SPECIFICATIONS" appears on an overpack used to enclose any
packages bearing UN specification markings unless these package specification
markings are visible;
 the marking "Limited Quantity" or "Ltd. Qty." on packages or overpacks containing
dangerous goods in limited quantity; and

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 Proper Shipping Names, UN numbers or ID numbers, labels, special handling

instructions and the name and address of the shipper and consignee appearing on
the interior packages are clearly visible or reproduced on the outside of the
overpack.
9.2.2.1. Declaration of the Content
Cargo acceptance staff should seek confirmation from shippers about the contents of any
item of cargo where there are suspicions that it may contain dangerous goods, with the
aim of preventing undeclared dangerous goods from being loaded on an aircraft as
general cargo. Many ordinary looking items may contain dangerous goods and a list of
some general descriptions which, experience has shown, are often applied to such items
is found in 9.2.4.8.
9.2.3. Classification of Dangerous Goods
Dangerous goods are classified by type of hazard as follows:
Class 1 Explosives
2.1 Flammable gas
Class 2 2.2 Non- flammable, non-toxic gas
2.3 Toxic gas
Class 3 Flammable liquids
4.1 Flammable solids
Class 4 4.2 Substances liable to spontaneous combustion
4.3 Substances which, in contact with water, emit flammable gas
5.1 Oxidizing substances
Class 5
5.2 Organic peroxides
6.1 Poisonous (toxic) substances
Class 6
6.2 Infectious substances
Class 7 Radioactive material
Class 8 Corrosives
Class 9 Miscellaneous dangerous goods
Class 1 Explosives
Explosive articles and substances are assigned to one of six divisions and to one of
thirteen compatibility groups.
Divisions: 1.1/1.2/1.3/1.4/1.5/1.6
Compatibility groups: A/B/C/D/E/F/G/H/J/K/L/N/S
Most of the explosives are normally forbidden for carriage by air.
Division 1.3: Articles and substances having a fire hazard and either a minor blast hazard
or minor projection hazard or both, but not a mass explosion hazard. This division
comprises articles and substances that:
 Give rise to considerable radiant heat, or
 Burn one after another, producing minor blast and/or projection effects
Division 1.4: Articles and substances having no significant hazard (only a small hazard)
on the event of ignition or initiation during transport. The effects are largely confined to the
package and no projection of fragments of appreciable size or range is to be expected. An

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external fire must not cause practically instantaneous explosion of virtually the entire
contents of the package.
Examples: igniters, fireworks, fuses, ammunition
Class 2 Gases
This class comprises compressed gases, liquefied gases, gases in solution, refrigerated
liquefied gases, mixtures of gases, mixtures of one or more gases with one or more
vapours of substances of other classes, articles charged with a gas, tellurium hex fluoride,
aerosols. A gas is a substance which:
 At 50°C (122°F) has a vapour pressure greater than 300 kPA (3.0 bar, 43.6 lb/in);
or
 Is completely gaseous at 20°C (68°F) at a standard pressure of 101.3 kPa (1.01
bar,14.7 lb/in )
Flammable gas (RFG):
Butane, hairspray, lighters
Non-flammable, non-toxic gas (RNG):
Compressed air, fire extinguishers
Toxic gas (RPG):
Normally forbidden on passenger aircraft chlorine, carbon monoxide
Class 3 Flammable Liquids (RFL):
Liquids or mixtures of liquids containing solids in solution or in suspension with a flash
point:
− Not greater than 60.5°C (141 °F)
− (according to closed-cup test) or
− Not greater than 65.6°C (150°F)
(according to open-cup test).
Flash point: Lowest temperature at which enough flammable vapour is given off a liquid
to be ignited in air when exposed to a source of ignition.
Examples: paint, adhesives, alcohols, kerosene
Class 4
Flammable Solids (RFS)
Solids, which are readily combustible or may cause or contribute to fire through friction;
self-reactive and related substances which are liable to undergo a strongly exothermic
reaction; desensitised explosives which may explode if not diluted.
Examples: matches, magnesium, sulphur
Substances liable to spontaneous combustion (RSC):
Substances which are liable to spontaneous heating under normal conditions encountered
in transport, or to heating up in contact with air, and being then liable to catch fire.
Examples: phosphorus (yellow)

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Substances which, in contact with water, emit flammable gases(RFW):

Substances which, by interaction with water, are liable to become spontaneously
flammable or to give off flammable gases in dangerous quantities.
Examples: potassium, sodium, lithium
Class 5
Oxidizing substances (ROX):
Substances which, in themselves are not necessarily combustible, but may generally
cause or contribute to the combustion of other material by yielding oxygen.
Examples: bleaching powder, potassium permanganate
Organic peroxides (ROP):
Organic substances which contain the bivalent structure
− O-O- and may be considered derivatives of hydrogen peroxide in which one or both
of the hydrogen atoms have been replaced by organic radicals. Organic peroxides
are thermally unstable substances which may undergo exothermic, self-accelerating
decomposition.
In addition, they have one or more of the following properties:
Be liable to explosive decomposition
− Burn rapidly
− Be sensitive to impact or friction
− React dangerously with other substances
− Cause damage to the eyes
Class 6
Poisonous (toxic) substances (RPB): substances on Packing Group I and II
Substances which are liable to cause death or injury or to harm human health if
swallowed, inhaled or contacted by the skin.
Examples: pesticides, arsenic, chloroform, cyanides
Infectious substances (RIS):
Substances containing viable micro-organisms including a bacterium, virus, etc., that are
known or reasonably believed to cause disease to animals or humans.
Class 7 Radio Active Material (RRW/RRY):
Substances which emit certain types of radiation. They are harmful to health and other
material (e.g., data storage media) and cannot be detected by any of the human senses.
Protective factors:
Shielding material, keep your distance, time limitation Examples: cobalt, iodine, caesium,
radium

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Class 8 Corrosive Material (RCM):

Substances which, in the event of leakage, can cause severe damage by chemical action
when in contact with living tissue or other material (e.g., aluminium).
Examples: batteries, mercury, sulphuric acid.
Class 9 Miscellaneous Dangerous Goods (RMD):
Substances which could not be classified under the eight other classes but which present
a danger during transport.
Examples: cars, motorcycles, asbestos, electric wheelchair, life-saving devices
Included in this class are: Other regulated substances:
A liquid or solid which has anaesthetic, noxious or other similar properties which could
cause extreme annoyance or discomfort to passengers and/or flight crew members.
9.2.3.1. Primary Hazard Labels
Except for Radioactive and Handling Labels, text indicating the nature of risk on the label
is optional.
Articles bearing the Explosive labels shown above and falling into Divisions 1.1, 1.2, 1.4F,
1.5 and 1.6 are normally forbidden.
Class 1

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Class 2

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Class 3
Class 4
Class 5

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Class 6
Class 7
Class8

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Class 9
9.2.3.2. Handling Labels
9.2.4. Handling
9.2.4.1. Dangerous Goods as Cargo
Dangerous Goods as Cargo will only transported, if all requirements of the ICAO TI and
the IATA DGR are met. This can only be done by Cargo staff having a valid Dangerous
Goods Regulations license approved by a Government authority or IATA for the
acceptance and well trained load supervisor staff for the Handling, loading and unloading
of Dangerous Goods.
The relevant documents have to be kept on file as follows:
 NOTOC with a minimum of 3 month.
 Acceptance check sheet with a minimum of 12 month.

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 Shipper’rs declaration for Dangerous Goods with a a minimum of 3 month
 This documents must be available to SCAA upon request.

9.2.4.2. Loading Limits Radioactive Materials (RRY)
AZAL is carrying radioactive materials according to the IATA DGR
9.2.4.3. Loading Limits Dry Ice (ICE)
Dry Ice (ICE):
It may be carried for cooling perishables or as cargo.
Unpacked dry ice:
Maximum 100 kg per compartment is permitted.
Packed dry ice:
The maximum quantity of dry ice as Cargo per compartment carried is limited to 200 kg.
The packaging must permit the release of carbon dioxide gas. If ICE has been loaded on
main deck, the air-conditioning and ventilation must be on. Before unloading ICE-
shipments, the compartment/container must be ventilated because of danger of
suffocating.
The structure of compartments, pallets and containers shall be protected against direct
contact with dry ice by insulating material.
Dry ice and live animals shall not be loaded together in unventilated compartments.
In ventilated compartments up to 200 kg dry ice may be loaded together with live animals,
provided they are not loaded in close proximity to each other.
The live animals are to be transported on a higher level than the dry ice and should be
loaded in front of the animals. This is also applicable for the loading of refrigerating units
together with live animals in the same compartment.
Exception: These restrictions are not valid for live animals packed air-tight (e.g., tropical
fish).
9.2.4.4. Loading Limits Polymeric Beads (RSB)
A total of not more than 100 kg net mass of expandable polymeric beads or plastic
moulding materials as Cargo may be carried in any compartment of an AZAL aircraft.
9.2.4.5. Loading Limits Magnetised Materials (MAG)
For all A/C types operated by AZAL:
 magnetic material (MAG) as Cargo may be loaded in all compartments, provide the
MAG fulfil the requirements given by IATA DGR.
 Does not affect humans directly, but can influence the compass or other material
(e.g., undeveloped films).
9.2.4.6. Dangerous Goods as Mail
Prior approval by an AZAL contracted Cargo agent (staff with a valid DGR license)
provided:

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 Infectious substances, carbon dioxide, solid (dry ice) when used as a refrigerant,
and radioactive material may be accepted by mail subject to the provisions of the
national Postal Authorities concerned and meeting the IATA Dangerous Goods
Regulation requirements.
 All other Dangerous Goods are forbidden for carriage in air mail.
9.2.4.7. Dangerous Goods as Baggage
Dangerous Good as baggage can only be handled by staff having received a training
according Dangerous Goods Regulations for Baggage acceptance and Handling staff.
9.2.4.8. Hidden Dangerous Goods
Operators' acceptance staff must be adequately trained to assist them to identify and
detect dangerous goods presented as general Cargo.
Cargo declared under a general description may contain hazardous articles that are not
apparent. Such articles may also be found in baggage. Cargo and passenger acceptance
staff should seek confirmation from shippers and passengers about the contents of any
item of Cargo or baggage where there are suspicions that it may contain dangerous
goods. Experience has shown that when shippers offer packages containing the following
commodities, they must be asked to check their consignments against the class definitions
in the Regulations and confirm by endorsement of the "Air Waybill" that no part of the
package contents is dangerous. Typical examples are listed below:
Aircraft on Ground (AOG), Spares
may contain explosives (flares or other pyrotechnics), chemical oxygen generators,
unserviceable tire assemblies, cylinders of compressed gas (oxygen, carbon dioxide,
nitrogen or fire extinguishers), paint, adhesives, aerosols, life-saving appliances, first aid
kits, fuel in equipment, wet or lithium batteries, matches.
Aircraft Spare Parts / Aircraft Equipment
see "AIRCRAFT ON GROUND (AOG) SPARES".
Automobiles, Automobile Parts
(car, motor, motorcycle) may contain Ferro-magnetic material which may not meet the
definition for magnetised material but which may be subject to special stowage
requirements due to the possibility of affecting aircraft instruments. May also contain
engines, carburettors or fuel tanks which contain or have contained fuel, wet batteries,
compressed gases in tire inflation devices, fire extinguishers, shocks / struts with nitrogen,
air bag inflators / air bag modules, etc.
Breathing Apparatus
may indicate cylinders of compressed air or oxygen, chemical oxygen generators or
refrigerated liquefied oxygen.
Camping Equipment
may contain flammable gases (butane, propane, etc.), flammable liquids (kerosene,
gasoline, etc.), flammable solids (hexamine, matches, etc.) or other dangerous goods.
Cars, Car Parts
see "AUTOMOBILES", etc.

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Chemicals
may contain items meeting any of the criteria for dangerous goods, particularly flammable
liquids, flammable solids, oxidisers, organic peroxides, toxic or corrosive substances.
COMAT (Company Materials)
such as aircraft parts, may contain dangerous goods as an integral part, e.g. chemical
oxygen generators in a passenger service unit (PSU), various compressed gases such as
oxygen, carbon dioxide and nitrogen, gas lighters, aerosols, fire extinguishers, flammable
liquids such as fuels, paints and adhesives, and corrosive material such as batteries.
Other items such as flares, first aid kits, life-saving appliances, matches, magnetised
material, etc.
Consolidated Consignments (Group ages)
may contain any of the defined classes of dangerous goods.
Cryogenic (Liquid)
indicates refrigerated liquefied gases such as argon, helium, neon and nitrogen.
Cylinders
may indicate compressed or liquefied gas.
Dental Apparatus
may contain flammable resins or solvents, compressed or liquefied gas, mercury and
radioactive material.
Diagnostic Specimens
may contain infectious substances.
Diving Equipment
may contain cylinders (such as scuba tanks, vest bottles, etc.) of compressed gas (air,
oxygen, etc), high intensity diving lamps which can generate extremely high heat when
operated in air. In order to be carried safely, the bulb or battery must be disconnected.
Drilling and Mining Equipment
may contain explosives and / or other dangerous goods.
Electrical Equipment
may contain magnetised materials or mercury in switch gear and electron tubes or wet
batteries.
Electrically Powered Apparatus
(wheelchairs, lawn mowers, golf carts, etc.) may contain wet batteries.
Expeditionary Equipment
may contain explosives (flares), flammable liquids (gasoline), flammable gas (propane,
camping gas) or other dangerous goods.
Film Crew or Media Equipment
may contain explosive pyrotechnic devices, generators incorporating internal combustion
engines, wet batteries, fuel, heat producing items, etc.

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Frozen Embryos
may contain refrigerated liquefied gas or Carbon dioxide, solid (dry ice).
Frozen Fruit, Vegetables, etc.
may be packed in Carbon dioxide, solid (dry ice).
Fuels
may contain flammable liquids, flammable solids or flammable gases.
Hot Air Balloon
may contain cylinders with flammable gas, fire extinguishers, engines internal combustion,
batteries, etc.
Household Goods
may contain items meeting any of the criteria for dangerous goods including flammable
liquids such as solvent based paint, adhesives, polishes, aerosols, bleach, corrosive oven
or drain cleaners, ammunition, matches, etc.
Instruments
may conceal barometers, manometers, mercury switches, rectifier tubes, thermometers,
etc. containing mercury.
Laboratory / Testing Equipment
Machinery Parts
may contain adhesives, paints, sealant, solvents, wet and lithium batteries, mercury,
cylinders of compressed or liquefied gas, etc.
Magnets and other Items of similar Material
may individually or cumulatively meet the definition of magnetised material.
Medical Supplies
Metal Construction Material
may contain Ferro-magnetic material which may be subject to special stowage
requirements due to the possibility of affecting aircraft instruments.
Metal Fencing
Metal Piping
Parts of Automobile (Car, Motor, Motorcycle)
may contain wet batteries, etc.

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Passenger Baggage
May contain items meeting any of the criteria for dangerous goods. Examples include
fireworks, flammable household liquids, corrosive oven or drain cleaners, flammable gas
or liquid lighter refills or camping stove cylinders, matches, ammunition, bleaching
powders, aerosols not permitted under Acceptable Goods, etc.
Pharmaceuticals
may contain items meeting any of the criteria for dangerous goods, particularly radioactive
material, flammable liquids, flammable solids, oxidisers, organic peroxides, toxic or
corrosive substances.
Photographic Supplies
may contain items meeting any of the criteria for dangerous goods, particularly heat
producing devices, flammable liquids, flammable solids, oxidisers, organic peroxides, toxic
or corrosive substances.
Promotional Material
see "PASSENGERS BAGGAGE".
Racing Car or Motorcycle Team Equipment
may contain engines, carburettors or fuel tanks which contain fuel or residual fuel,
flammable aerosols, cylinders of compressed gases, nitromethane, other fuel additives or
wet batteries, etc.
Refrigerators
may contain liquefied gases or an ammonia solution.
Repair Kits
may contain organic peroxides and flammable adhesives, solvent based paints, resins,
etc.
Samples for Testing
may contain items meeting any of the criteria for dangerous goods, particularly infectious
substances, flammable liquids, flammable solids, oxidisers, organic peroxides, toxic or
corrosive substances.
Semen
may be packed with Carbon dioxide, solid (dry ice) or refrigerated liquefied gas.
Show, Motion Picture, Stage and Special Effects Equipment
may contain flammable substances, explosives or other dangerous goods.
Swimming Pool Chemicals
may contain oxidising or corrosive substances.
Switches in electrical Equipment or Instruments
may contain mercury.
Tool Boxes
may contain explosives (power rivets), compressed gases or aerosols, flammable gases
(Butane cylinders), flammable adhesives or paints, corrosive liquids, etc.

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Unaccompanied Passenger Baggage, Personal Effects

may contain items meeting any of the criteria for dangerous goods, such as fireworks,
flammable household liquids, corrosive oven or drain cleaners, flammable gas or liquid
lighter refills or camping stove cylinders, matches, bleach, aerosols, etc.
Vaccines
may be packed in Carbon dioxide, solid (dry ice).
Note: Articles and substances which do not fall within the definitions of dangerous goods as shown in These
Regulations and which in the event of leakage may cause a serious clean-up problem or corrosion to
aluminium on a long term basis must be checked by the shipper to at least ensure that the packaging is
adequate to prevent leakage during transportation. These may include brine, powdered or liquid dyes,
pickled foodstuffs, etc.
9.2.5. Forbidden Goods
Attaché Cases, Cash Boxes/Bags
Attaché Cases, Cash Boxes/Bags Security-type equipment such as attaché cases, cash
boxes, cash bags, etc. incorporating dangerous goods, such as lithium batteries and / or
pyrotechnic material, are totally forbidden.
Disabling Devices
Disabling devices such as mace, pepper spray, etc. containing an irritant or incapacitating
substance are prohibited on the person, in checked and carry-on baggage.
Liquid Oxygen Devices
Liquid oxygen devices that utilize liquid oxygen as source of oxygen are prohibited on the
person, in checked and carryon baggage.
Electro Shock Weapons

Electro shock weapons (e.g. Tasers) containing dangerous goods such as explosives,
compressed gases , litium batteries are forbidden , in checked and carryon baggage or on
the person.
9.2.6. Acceptable Goods with Approval of AZAL, as Checked

Baggage Only
The following dangerous goods, as listed in OM A 9.2.8 are permitted on aircraft with the
approval of AZAL as checked baggage only.
Carbon Dioxide, Solid (Dry Ice)
Carbon dioxide, solid (dry ice) in quantities not exceeding 2 kg (4.4 lb) per person when
used to pack perishables not subject to these Regulations, provided the checked baggage
(package) permits the release of carbon dioxide gas.
Note: For carbon dioxide, solid (dry ice) in carry-on baggage, see “9.2.8. Acceptable Goods Permitted
without Approval” Passengers or crew using this exemption are limited to a maximum of 2 kg (4.4 lb) in
carry- on and checked baggage combined.
Ammunition (including sporting ammunition)

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Securely boxed, ammunition (cartridges for weapons, small arms) in Division 1.4S, in
quantities not exceeding 5 kg (1.1 lb) gross weight per person for that person's own use,
excluding ammunition with explosive or incendiary projectiles. Allowances for more than
one passenger must not be combined into one or more packages.
Wheelchairs/Mobility Aids with Non-spillable Batteries
Wheelchairs or other battery-powered mobility aids with non-spillable batteries, provided
that the battery is disconnected, the battery terminals are protected from short circuits and
the battery is securely attached to the wheelchair or mobility aid.
Note: Wheelchairs/mobility aids with gel type batteries do not require the battery to be disconnected
provided the battery terminals are insulated to prevent accidental short circuits.
Wheelchairs/Mobility Aids with Spillable Batteries
Wheelchairs or other battery-powered mobility aids with spillable batteries, provided that
the wheelchair or mobility aid can be loaded, stowed, secured and unloaded always in an
upright position and that the battery is disconnected, the battery terminals are protected
from short circuits and the battery is securely attached to the wheelchair or mobility aid. lf
the wheelchair or mobility aid cannot be loaded, stowed, secured and unloaded always in
an upright position, the battery must be removed and the wheelchair or mobility aid may
then be carried as checked baggage without restriction. The removed battery must be
carried in strong, rigid packaging as follows:
 packaging 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 restrains (other than by bracing with cargo or baggage) such
as by use of restraining straps, brackets or holders;
 batteries must be protected against short circuits, secured upright in these
packaging and surrounded by compatible absorbent material sufficient to absorb
their total liquid contents; and
 these packaging must be marked "BATTERY, WET, WITH WHEELCHAIR" or
"BATTERY, WET, WITH MOBILITY AID" and be labelled with the "Corrosive" label
(Refer to: 9.2.32. Labelling), and with the "Package Orientation" label.
The pilot-in-command must be informed of the location of a wheelchair or mobility aid with
an installed battery or the location of a packed battery. It is recommended that passengers
make advance arrangements with each operator; also that batteries which are spillable
should be fitted with spill resistant vent caps when feasible.
Wheelchairs/Mobility Aids with Lithium Batteries
Lithium-ion battery powered wheelchairs or other similar mobility aids for use by
passengers whose mobility is restrict by either a disability, their health or age, or a
temporary mobility problem (e.g. broken leg), subject to following conditions:
(a) the batteries must be of a type which meets the requirements of each test in the UN
Manual of Tests and Criteria, Part II, subsection 38.3;
(b) AZAL must verify:
1. the battery terminals are protected from short circuits, e.g. by being enclosed within a
battery container

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2. the battery is securely attached to the wheelchair or mobility aid (see 9.3.14.5 and
Figure 9.3.C);
3. electrical circuits have been inhibited.
(c) mobility aids must be secured against movement in the cargo compartment and must
be carried in a manner so that they are protected from being dam aged by the movement
of baggage, mail or other cargo;
(d) where a battery-powered wheelchair or other similar mobility aid is specifically
designed to allow its battery(ies) to be removed by the user (e.g. collapsible):
1. the battery(ies) must be removed. The wheel chair/mobility aid may then be carried as
checked baggage without restriction;
2. the battery(ies) must be protected from short circuit by insulating the terminals (e.g. by
taping over exposed terminals);
3. the removed battery(ies) must be protected from damage (e.g. by placing each battery
in a protective pouch). The battery(ies) must be carried in the passenger cabin;
4. removal of the battery(ies) from the device must be performed by following the
instructions of the manufacturer or device owner;
5. the battery must not exceed 300 Wh, or for a device that is fitted with two batteries
required for operation, each battery must not exceed 160 Wh;
6. a maximum of one spare battery not exceeding 300 Wh or two spares each not
exceeding 160 Wh may be carried
(e) the pilot-in-command must be informed of the location of the mobility aid with an
installed battery or the location of the lithium battery when removed and carried in the
cabin;
(f) it is recommended that passengers make advance arrangements with each operator.
Camping Stoves and Fuel Containers that have Contained a Flammable Liquid Fuel
Deviation by IATA Dangerous Goods Regulations. AZAL does not accept the transport of
camping stoves and / or fuel containers for camping stoves that have contained a
flammable liquid fuel. Refer to: 9.2.8. Acceptable Goods Permitted without Approval
9.2.7. Acceptable Goods with Approval as Carryon Baggage Only
The following dangerous goods, as listed in 9.2.8. Acceptable Goods Permitted without
Approval chapter are permitted on aircraft with the approval of AZAL and as carry-on
baggage only.
Mercury Barometer or Thermometer
A mercurial barometer or mercurial thermometer carried by a representative of a
government weather bureau or similar official agency. The barometer or thermometer must
be packed in a strong outer packaging, having a sealed inner liner or a bag of strong leak-
proof and puncture-resistant material impervious to mercury, which will prevent the escape
of mercury from the package irrespective of its position. The pilot-in-command must be
informed of the barometer or thermometer.
Heat Producing Articles

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Heat producing articles, i.e. battery-operated equipment such as underwater torches and
soldering equipment which, it accidentally activated, will generate extreme heat and can
cause fire, may be carried in carry-on baggage only. The heat producing component, or
the energy source, must be removed to prevent unintentional functioning during transport.
9.2.7.1. Acceptable Goods with Approval as Baggage
The following dangerous goods, as listed in OM A 9.2.8, are permitted on aircraft with the
approval of AZAL as checked or carry-on baggage.
Medical Oxygen
Small (not more than 2 L capacity) gaseous oxygen or air cylinders required for medical
use.
Non-flammable Gas Cylinder fitted Into a Life Jacket
Not more than two small cylinders, containing carbon dioxide or other suitable gas in
Division 2.2, per person fitted into a self-inflating life jacket for inflation purposes plus not
more than two spare cartridges.
Insulated Packages Containing Refrigerated Liquid Nitrogen (Dry Shipper)
Insulated packaging containing refrigerated liquid nitrogen fully absorbed in a porous
material and intended for transport, at low temperature, of non-dangerous products are not
subject to these Regulations provided the design of the insulated packaging would not
allow the build-up of pressure within the container and would not permit the release of any
refrigerated liquid nitrogen irrespective of the orientation of the insulated packaging.
Avalanche Rescue Backpack
With the approval of the operator(s), one avalanche rescue backpack per person equipped
with a pyrotechnic trigger mechanism containing not more than 200 mg net of explosives
in Division 1.4S and not more than 250 ml of compressed gas in Division 2.2. The
backpack must be packed in such a manner that it cannot be accidentally activated. The
airbags within the backpacks must be fitted with pressure relief valves.
9.2.8. Acceptable Goods Permitted without Approval
Dangerous goods, as listed in OM A,9.2.8 are permitted on aircraft without the approval of
AZAL as baggage.
Medicinal or Toilet Articles
Non-radioactive medicinal or toilet articles (including aerosols). The term 'medicinal or
toilet articles' is intended to include such items as hair sprays, perfumes, colognes and
medicines containing alcohols.
Aerosols in Division 2.2
Aerosols in Division 2.2, with no subsidiary risk, for sporting or home use, are permitted in
checked baggage only. The total net quantity of all such articles carried by each
passenger or crew member under the provisions of OM A must not exceed 2 kg (4.4 lb) or
2 L (2 qt), and the net quantity of each single article must not exceed 0.5 kg (1 lb) or 0.5 L
(1 pt).
Carbon Dioxide Cylinders for Mechanical Limbs

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Small carbon dioxide 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.
Cardiac Pacemakers/Radio- Pharmaceuticals
Radio isotopic cardiac pacemakers or other devices, including those powered by lithium
batteries, implanted into a person, or radio pharmaceuticals contained within the body of a
person as the result of medical treatment.
Medical/Clinical Thermometer
One small medical or clinical Thermometer which contains mercury, for personal use,
when in its protective case.
Carbon Dioxide, Solid (Dry Ice)
In carry-on baggage only, carbon dioxide, solid (dry ice) in quantities not exceeding 2 kg
(4.4 lb) per passenger when used to pack perishables not subject to these Regulations in
carry-on baggage, or with the approval of the operator in checked baggage, provided the
package permits the release of carbon dioxide gas.
Note: For carbon dioxide, solid (dry ice) in checked baggage, Passengers or crew using this exemption are
limited to a maximum of 2 kg (4.4 lb) in carry-on and checked baggage combined.
Safety Matches or Lighter
Safety matches or a lighter with fuel/fluid fully absorbed in a solid and intended for use by
an individual when carried on one's person. However, lighters with a flammable liquid
reservoir containing unabsorbed liquid fuel (other than liquefied gas), lighter fuel and
lighter refills are not permitted on one's person nor in checked or carry-on baggage.
Note: "Strike anywhere" matches are forbidden for air Transport.
Alcoholic Beverages
Alcoholic beverages, when in retail packaging, 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 for such beverages.
Note: Alcoholic beverages containing 24% or less alcohol by volume are not subject to any restrictions.
Hair Curlers
Hair curlers containing hydrocarbon gas, no more than one per passenger or crew
member, provided that the safety cover is securely fitted over the heating element, These
hair curlers must not be used on board the aircraft at any time. Gas refills for such curlers
are not permitted in checked or carry-on baggage.
Consumer Electronic Devices containing Lithium or Lithium Ion Cells or Batteries
Carriage of lithium metal batteries (UN 3090) as a cargo on aircrafts of Azerbaijan Airlines
is prohibited at all times. When carrying Lithium metal batteries contained in equipment
or packed with equipment (UN 3091), these batteries must be handled in accordance with
IATA DGR.
Consumer electronic devices (watches, calculating machines, cameras, cellular phones,
lap-top computers, camcorders, etc.) containing lithium or lithium ion cells or batteries
when carried by passengers or crew for personal use. Spare batteries must be individually

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protected to prevent short circuits and carried in carry-on baggage only. In addition, each
spare battery must not exceed the following quantities:
 for lithium metal or lithium alloy batteries, a lithium content of not more than 2 g; or
 for lithium ion batteries, an aggregate equivalent lithium content of not more than 8
g.
 Lithium ion batteries with an aggregate equivalent lithium content of more than 8 g
but not more than 25 g may be carried in carry-on baggage if they are individually
protected so as to prevent short circuits and are limited to two spare batteries per
person.
 Use of Electronic simulated smoking devices (cigarettes, pipes, cigars) are
prohibited at all times on flights of Azerbaijan Airlines. Carriage of electronic
simulated smoking devices in a checked baggage is not allowed and must be
packed in carry-on baggage.

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9.2.9. Provisions for Dangerous Goods carried by Passengers or

Crew

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Notes: The provisions of this table may be limited by State or opereator variations.
Passenger should check with their airline for current provisions

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9.2.10. Loading of Dangerous Goods

Dangerous Goods must not be carried in an aircraft cabin occupied by passengers or on
the flight deck of an aircraft. Packages marked with the "Danger" label (Cargo aircraft only)
must not be loaded on an aircraft carrying passengers.
9.2.10.1. Loading Supervision
Handling and loading of Dangerous Goods shall only be performed under the direct
supervision of staff who have received appropriate training in the application of the
Handling regulations.
General principles:
 damaged parcels must not be loaded;
 the package must agree with the loading list;
 liquids must be loaded in an upright position;
 the package must be secured against movement;
 light packages must be protected against heavier Cargo;
 compatibility must be checked.
9.2.10.2. Inspection of Dangerous Goods at Loading and Unloading
Packages, over packs items containing Dangerous Goods must not be loaded onto an
aircraft unless they have been inspected immediately prior loading and found free from
any evidence of leakage or damage. Under no circumstances shall Dangerous Goods
loaded into an aircraft whenever damage is noticed as suspected. On unloading,
packages, over packs and items containing Dangerous Goods must be inspected for
damage or leakage. If evidence of damage or leaking is found, the place where the
Dangerous Goods was stowed on the aircraft must also be inspected after unloading for
signs of leakage.
If any package or item appears to be damaged or leaking conduct as follows:
 Advise Pilot in Command, Station engineer and Airport Authority immediately
 Isolate the package
 Avoid contact with contents of package
 Lead persons away from package
 Should contents come into contact with body or clothing immediately :
• thoroughly wash off body with plenty of water;
• takeoff contaminated clothes;
• do not drink, eat or smoke;
• keep hands away from eyes, mouth and nose;
• apply for medical assistance
 Personnel involved in such incidents should stay on the premises until they been
notified in case of later medical examination.

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Note 1: An Aircraft which has been contaminated by radioactive material must immediately be 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 specified in the ICAO Technical Instructions (TI).
Note 2 : A Dangerous Goods Incident Report must be made to Operations Control Centre (OCC)
9.2.10.3. Handling Instructions
Packages with special Handling instructions (e.g. 'THIS WAY UP' or arrows) must be
handled in accordance with such markings and secured in a manner which will prevent
any movement which could change the orientation of the package during transportation.
9.2.10.4. Securing
In order to avoid movement of packages during flight, individual package or groups of
packages must be tied down or secured by other load.
Note: A spillable battery packed and transported as baggage must always be tied down.

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9.2.10.5. Segregation
Dangerous Goods and / or other special loads must be separated from one another in
order to reduce the risk which might arise from Dangerous Goods being placed too close
together and to prevent contamination and / or damage to sensitive special loads.
RN
RO
G RSC
RCM
HUM
RXG
HEG
RXB
RXC
RXD
LHO
RRY
RXE
RXS
RCL
EAT
RFL
ICE
AVI
FIL
Class or Div Cargo IMP X RPB
RFG RF
Comp. Group Code RO RIS
RP W
P
G
1.4B RXB          
1.4C RXC        
1.4D RXD        
1.4E RXE        
1.4G RXG          
1.4S RXS 
RNG RFG
2     
RPG
2 RCL        
3 RFL      
4 RSC RFW       
5 ROP ROX        
6 RPB RIS   
7 RRY    
8 RCM        
9 ICE  
FIL 
HUM  
EAT   
HEG   
AVI       
LHO   

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 Must be adequately separated one from another. Separation can be achieved by

placing normal Cargo between the two incompatible loads or by separate tie-down.
 Must not be loaded in the same compartment.
 A separation distances of 5m must be maintained. (only possible o/b Airbus A321, all
other A/C types use separate compartment)
 Laboratory animals must not be loaded in the same compartment with other animals.
9.2.11. Responding to Emergency Situations involving Dangerous
Goods
AZAL must ensure that for consignments requiring a Shipper's Declaration for Dangerous
Goods, appropriate information is immediately available at all times for use in emergency
response to accidents and incidents involving dangerous goods in air transport. The
information must be available to the pilot-in-command and can be provided by:
 the Emergency Response Guidance for Aircraft lncidents lnvolving Dangerous
Goods (ICAO Doc.9481 -AN/ 928); or
 another document, which provides similar information concerning dangerous goods
on board.
Note: List 4.2 in the Dangerous Goods Regulations - List of Dangerous Goods contains the applicable
Emergency Response Drill Code assigned to each dangerous goods entry in the ICAO document
"Emergency Response Guidance for Aircraft Incidents involving Dangerous Goods” (ICAO Doc. 9481-
AN1928).
Whenever Dangerous Goods are found in the cabin the crew must proceed according
“Dangerous Goods Handling Procedure” checklist (DGHP). Dangerous Goods found in the
cabin must be offloaded before takeoff or, when found during flight, at the next airport.
9.3. Lithium Battery Fire in the Cockpit
Several electronic devices contain lithium batteries, for example:
− Laptop computers,
− Mobile phones,
− Portable electronic tablets, etc.
Fire or smoke from lithium battery is due to thermal runaway in the battery cells.
It is important to know that halon extinguishers are efficient on flames but cannot stop
thermal runaway.
The treatment for thermal runaway of lithium battery is to cool the battery by pouring water
or non-alcoholic liquid on the device.
The first step of the procedure establishes appropriate tasksharing and communication.
If necessary, transfer control to the flight crew member seated on the opposite side of the
fire. The Pilot Flying (PF) contacts the cabin crew to request initiation of the CCOM
“STORAGE PROCEDURE AFTER A LITHIUM BATTERY FIRE"..
This CCOM procedure specifies that the cabin crew must fill a container with water or non-
alcoholic liquid and must immerse the device in it.

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If there is no cabin crew on board (e.g ferry flight, etc.), the Pilot Monitoring (PM) must
apply the steps of the CCOM procedure.
If there are flames, the PM must use the halon extinguisher.
Before discharging the halon extinguisher, it is important to protect the flight crew
respiratory system:
− the PF must wear the oxygen mask and the PM must wear the smoke hood .
− If there are no flames, or when the flames are extinguished, the PM must assess if
the device can be removed or not from the cockpit.
− If the device is attached to a cable that cannot be easily disconnected, then the
device must be considered not removable from the cockpit, and water or non-
alcoholic liquid must be poured on it.
− The device must then be regularly monitored to ensure that the thermal runaway is
successfully stopped.
− If the device is removable, then it must be put in the container prepared in advance
by the cabin crew member who takes over the procedure.
− If, at any time of the procedure, the smoke becomes the greatest threat, the flight
crew must consider applying the SMOKE/FUMES REMOVAL procedure.
− Finally, if at any time of the procedure, the situation becomes unmanageable, an
immediate landing must be considered.
9.4. Provision of information
AZAL provides information of the operational approval and limitations with regards to the
transports of dangerous goods to all personal including third party personnel, involved in
the acceptance, handling, loading, and unloading of cargo
9.4.1. Information to Ground Personnel
AZAL provides information which will enable personnel to carry out their responsibilities
with regard to the transport of dangerous goods.This information contains actions to be
taken in the event of accidents or incidents involving dangerous goods.For detailed
information prefer to Ground Operations Manual
9.4.2. Information to Passengers and Other Persons
AZAL must ensure that information is promulgated in such a manner that passengers are
warned as to the types of dangerous goods which they are forbidden from transporting
aboard an aircraft.
AZAL or his handling agent must ensure that information is provided for passengers about
the type of dangerous goods which they are forbidden from transporting aboard an aircraft.
As a minimum, this information must consist of:
 information with the passenger ticket or in another manner such that prior to or
during the check-in process, the passenger receives the information; and
 notices, sufficient in number and prominently displayed at each of the places at an
airport where:
• tickets are issued,

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• passengers checked in,

• aircraft boarding areas,
• in baggage claim areas.
 notices clearly displayed at any other location where passengers are checked in.
Any organization or enterprise other than an operator (such as a travel agent) involved in
the air Transport of passengers, should provide passengers with information about the
types of dangerous goods which they are forbidden from transporting aboard an aircraft.
This information should consist as a minimum of notices at those locations where there is
an interface with the passengers.
Operators' check-in staff must be adequately trained to assist them to identity and detect
dangerous goods carried by passengers other than as permitted in Ch. 9.2.8.
Check-in staff should seek confirmation from a passenger about the contents of any item
where they are suspicious that it may contain dangerous goods, with the aim of preventing
dangerous goods which passengers are not permitted to have from being taken on board
an aircraft in their baggage. Many innocuous-looking items may contain dangerous goods
and a list of general descriptions which, experience has shown, are often applied to such
items is shown in 9.2.4.8.
Dangerous Objects
The following rules shall be observed for safety reasons:
The following type of materials are strictly forbidden in your registered luggage:
Radioactive materials Toxic and infectious materials
Gases Fireworks
Explosive Corrosive substances
Magnets
Objects that can be placed in your registered luggage but are strictly forbidden as carry-on
luggage
Munitions
Cold guns
Firearms
Objects that can be placed in your registered luggage and carried-on
Toilet articles: perfumes, aerosols
Matches, lighters
Caution!Carriage of dangerous objects on board is illegal and offenders may be subject to
prosecution or fines.

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Passenger or a person acting on behalf of the passenger must accept the

acknowledgment that he/she understands the restriction dangerous goods. Otherwise, the
check-in process cannot be completed
Other persons:
Shippers or other organizations involved in the transport of dangerous goods by air shall
provide such information to their personnel as will enable them to carry out their
responsibilities with regard to the transport of dangerous goods and shall provide
instructions as to the action to be taken of emergencies arising involving dangerous goods.
9.4.3. Information to Crew Members

AZAL must provide, in the AZAL operations and/or other appropriate manuals, information
to employees so as to enable flight crews and other employees to carry out their
responsibilities with regard to dangerous goods. Where applicable, this information must
also be provided to ground handling agents. This information must include:
 the action to be taken in the event of emergencies involving dangerous goods;
 details of the location and identification of cargo holds; and
 the maximum total sum of Transport indexes of radioactive material permitted in
each hold.
9.4.4. Information / Notification to the PIC (NOTOC)
The PIC must be informed prior to departure that Dangerous Goods and / or weapons of
war or sporting weapons are on board. For this information the Special Load Notification to
Captain (NOTOC) must be used. It is also possible to use the NOTOC provided by an
EDP Departure Control System (DCS) as shown in OM A 9.4.4.2
The NOTOC (for Cargo) must contain at least the following:
 the Air Waybill number (when issued);
 the Proper Shipping Name, supplemented with the technical name(s) if
appropriate and UN Number or ID Number;
 the Class or Division, and subsidiary risk(s) for which labels are required, by
numerals and in the case of Class 1, the compatibility group;
 the Packing Group as shown on the Shipper's Declaration;
 (for non-radioactive material) the number of packages, the net quantity, or gross
weight if applicable, of each package, except that this does not apply to dangerous
goods where the net quantity or gross weight is not required on the Shipper's
Declaration for Dangerous Goods and their exact loading location. For a
consignment consisting of multiple packages containing dangerous goods bearing
the same Proper Shipping Name and UN number, only the total quantity and an
indication of the largest and smallest package at each loading location need to be
provided;
 whether the package must be carried on cargo aircraft only;
 the airport at which the package(s) is to be unloaded; and
 (where applicable) an indication that the dangerous goods are being carried under
a State exemption.

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The written information to the PIC must be readily available to him during flight.
The information to the PIC must also include confirmation that there is no evidence that
any damaged or leaking packages have been loaded on the aircraft.
Note: The load supervisor and the PIC have to sign the NOTOC.

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9.4.4.1. Sample of Manual NOTOC

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9.4.4.2. Sample of Computerised NOTOC (DCS-NOTOC)

QU GYDAPXH GYDFFXH GYDAF7X
GYDEXXH 131636
NOTIFICATION TO CAPTAIN
SPECIAL LOAD NOTIFICATION TO CAPTAIN PREPARED BY FRAEXXH XX/ABC
-----------------------------------------------------------------
FROM FLIGHT DATE A/C REG
GYD AHY/J2857 13APR08 XXXXX
-----------------------------------------------------------------
DANGEROUS GOODS
TO AWB NR CL/DV UN/ID SUB PCS QTY/TI RRR PCK IMP CAO POS
DRILL COMP NR RSK CAT GRP CODE ULD CODE
001. ORGANIC PEROXIDE TYPE D, SOLID +
DIBENZOYLPEROXIDE
IST 00143511 5.2 UN II --------
5L 3106 1 0.150KG 510 ROP BULK
002. ENVIRONMENTALLY HAZARDOUS SUBSTANCES, LIQUID, N.O.S
BISPHENOL -A- EPOXY RESIN SOLUTION
IST 00143511 9 UN III RMD --------
9L 3082 1 1.080L 914 BULK
003. PAINT RELATED MATERIAL
IST 00143511 3 UN III RFL --------
3L 1263 1 1L 309 BULK
-----------------------------------------------------------------
SI 001. MUST BE SHADED FROM DIRECT SUNILGHT STORED AWAY FROM ALL
SOURCES OF HEAT IN A WELL VENTILATED ARERA
-----------------------------------------------------------------
THERE IS NO EVIDENCE THAT ANY DAMAGED OR LEAKING PACKAGES
CONTAINING DANGEROUS GOODS HAVE BEEN LOADED ON THE AIRCRAFT
-----------------------------------------------------------------
INCOMPATIBLE SHIPMENTS ARE LOADED ACCORDING TO THE IATA DANGEROUS
GOODS REGULATIONS
-----------------------------------------------------------------
LOADING SUPERVISOR'S SIGNATURE CAPTAINS SIGNATURE
PART/1/LAST
9.4.5. Reporting to the Authorities

If an in-flight emergency occurs, the pilot-in-command shall, as soon as the situation
permits, inform the appropriate air traffic services unit, for the information of aerodrome
authorities, of any dangerous goods on board the aircraft, as provided for in the Technical
Instructions.
Any type of dangerous goods incident or accident must be reported to the SCAA and to
the appropriate Authorities of the State in which the accident/incident occurred,
irrespective of whether the dangerous goods are contained in Cargo, mail, passenger's
baggage or crew baggage.
The report must reach the the appropriate Authorities as soon as possible (not later than
72 hours).
Initial reports may be made by phone or fax which must be followed by a written report.
The report shall contain all data as far as they are known at the time the report is made.

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Main points for the report are:

 Date of the accident or incident,
 Location of the incident,
 Flight number and date of flight,
 Description of the goods,
 Location of the dangerous goods(Cargo, mail, passengers baggage, crew
baggage),
 Reference number of the air way bill, pouch, baggage tag, ticket,
 Shipping name and UN number,
 Class or division and any subsidiary risk,
 Type of packaging, packaging specification marking,
 Quantity of involved dangerous goods;
 Name and address of the shipper, passenger,
 Suspected cause of the incident or accident,
 Action taken.
The report must contain the name, title, address and contact number of the person who
made the report.
Copies of the relevant documents and photographs taken should be attached to the report.
9.5. Transportation of Weapons, Munitions of War and Sporting Weapons
9.5.1. Transportation of Weapons and Munitions of War
For transportation of weapons of war and munitions of war permission must be granted by
the States concerned, including those being over-flown.
Exceptions may be granted by all States concerned before the commencement of the flight
that such weapons of war or munitions of war may be carried in circumstances that differ
in part or in total from the procedures mentioned in this paragraph above.
Note: For the transport of munitions of war a check according IATA DGR-Regulations must be made.
9.5.2. Transportation of Weapons/ Hunting Rifles and Sporting
Firearms
The weapon and ammunition listed below are allowed to be transported on the aicraft of
AZAL :
• rifled army fire arms and its ammunitions;
• customized fire arms and its ammunitions;
• drained of its contents rifle;
• training gun, outdated rifle;
• sporting gun, hunting gun;
• combined and smooth-bore gun and ammunitions to them;
• pneumatic weapon and its ammunitions;

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• cold steel and cold small arms (dirks, daggers, sabers, rapiers, bayonets, maces,
hunting knives, bowie knives, knife-bayonets, arbalests);
• fake weapons;
• gas guns.
The PIC must be informed prior to departure that weapons of war or sporting weapons are
on board. For this information the Special Load Notification to Captain (NOTOC) must be
used.
Weapons and ammunitions allowed for transportation are carried on direct (transit) flights
of the Airline to/from the airports, where the Airline is represented, in the registered
baggage according to the Airline procedures.
For the transportation period all weapons and ammunitions shall be withdrawn from the
Passenger. During the flight the weapon is carried in a locked container in the cargo hold.
Weapons are accepted for transportation only in discharged condition with separated
ammunition.
Withdrawn cold steel, short-barreled weapon and ammunitions are transported only being
packed in special packages in equipped metal container in cargo compartment of aircraft;
during the flight and the stop in the transit airport the container key will be kept by aircraft
crew.
Transportation of withdrawn weapon in cockpit or in passenger cabin and return of
weapons to a Passenger on the aircraft board or the ramp is strictly prohibited.
Passengers may carry no more than 5 kg of ammunitions (gross weight) for the weapons
permitted to transportation.
It is prohibited to combine norms of weapon transportation for several Passengers.
Transportation of weapons and ammunition in unaccompanied baggage is prohibited.
Note: Firearms and/or Harmful Articles shall not be carried in the passenger Cabin of AZAL aircraft. This
also includes weapons of bodyguards to VIPs, couriers and law enforcement officers. Firearms and/or
Harmful Articles must be handled in accordance with requirements above, and be conveyed in the cargo
hold of the aircraft.
Weapons and Munitions:
 must be stowed in the aircraft in a place which is inaccessible to passengers
during flight,
 firearms must be unloaded.
Sporting rifles, shotguns and pistols belonging to accompanying passengers for their own
use, and any other kind of small arms may not be carried aboard the aeroplane except as
checked baggage stowed in one of the belly compartments, not loaded and suitably
packed.
Before the flight the PIC must be notified by the ground handling staff of details of
weapons or ammunition intended to be carried on board, including its location. (Refer to:
9.2.8. Acceptable Goods Permitted without Approval)
9.5.3. Carriage of Live Animals
General

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1 The presence on board a cargo of live animals and all necessary actions to manage
heating and ventilation must be reported to the crew by filling the forms for notification of
the aircraft captain - NOTOC on the presence on board a cargo of special categories.
2 Transportation of livestock (horses, cows, sheep, goats, donkeys, mules, etc.) is
prohibited on the flights of Azerbaijan Airlines
3 Transportation of doves is prohibited.
4 Only animals that are in good health should be transported
5 Pregnant animals, or animals that are still dependent on their mother, should not be
transported
6 The floor of the container (cage) must be covered with absorbent material such as wood
chips, peat or sawdust. Use of hay or straw should be avoided because of the ability to
burning and, according to the requirements of quarantine in some countries.
7 Sedation is inadvisable, as the side-effects are still not fully known and, furthermore,
animals that are in a lethargic state are very vulnerable to injury if violent movement of the
aircraft experienced.
8 Generally, animals of different species should not be housed in the same container, but
there are exceptions to this
9 Arrangements for feeding and watering will depend on the species of animal involved,
and the duration of the journey. For lengthy journeys full facilities should be provided for
adequate food. An adequate supply of water is essential for most species, and steps
should be taken to ensure that there is no danger of drowning.
10 When fishes are undergoing lengthy journeys, great attention should be paid to the
water temperature, and every effort made to keep this within the range specified on the
labelling. Also, it may be necessary to re-oxygenate the water for certain species, using
the equipment provided on the container.
11 No animal should be transported with radioactive material or other substances
dangerous to health.
12 Animals cannot be loaded next to the cryogenic liquids (RCL), carbon dioxide (dry ice)
(ICE) and food (EAT).
13 Animals cannot be loaded into one compartment with poisonous (RPB) and infectious
(RIS) substances.
14 When transporting birds on long-haul flights, the lighting in the cargo compartment must
be enabled to give the birds an opportunity to eat during the flight.
15 Containers should be secured to the aircraft, to avoid any possible movement and,
when being handled, it is important that every care should be taken to ensure that the
containers are kept in a horizontal position.

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9.6. Dangerous Goods Training

9.6.1. General Requirements for DG Training
In planning training courses, the various categories of personnel must be familiar with
minimum subject matter as indicated in the following table:
Shippers
Freight Operators and ground Security
Aspects of transport of dangerous goods by air with and
forwarders handling agents screeners
which they should be familiar, as a minimum packers
1 2 3 4 5 6 7 8 9 10 11 12
General philosophy x x x x x x x x x x x x
Limitations x x x x x x x x x x x
General requirements for shippers x x x
Classification x x x x x
List of dangerous goods x x x x x
General packing requirements x x x x
Packing instructions x x x x
Labelling and marking x x x x x x x x x x x x
Shipper's Declaration + other relevant documentation x x x x x
Acceptance procedures x
Recognition of undeclared dangerous goods x x x x x x x x x x x x
Storage and loading procedures x x x x
Pilots' notification x x x
Provisions for passengers and crew x x x x x x x x x x x x
Emergency procedures x x x x x x x x x x x x
Legend:
1. Shippers, shippers' agents, including operator's staff acting as shippers, operators staff
preparing dangerous goods as Company Materials (COMAT)
2. Packers
3. Dangerous goods acceptance staff of operators and agencies acting on behalf of
operators
4. Staff of operators and agencies acting on behalf of operators engaged in the ground
handling, storage and loading of cargo and baggage
5. Passenger handling staff and security staff who deal with the screening of passengers
and their baggage
6. Staff of agencies other than operators involved in processing cargo
7. Flight crew members and load planners
8. Crew members (other than flight crew)
9. Cargo acceptance staff (other than dangerous goods staff) of operators and agencies
acting on behalf of operators.
10. Flight Crew members, loadmasters and load planners
11. Crew Members (other than flight crew members)
12. Security staff who deal with the screening of passengers and their baggage and cargo
or mail, e.g. security screeners, their supervisors and staff involved in implementing
security procedures.

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9.6.2. Initial DG Training

All personnel involved in the conduct of Flight Operations will undergo an initial Dangerous
Goods Training and Evaluation as per OM D prior being utilised in operations. The initial
training validity is 3 years. For further guidance refer to OM D
9.6.3. Recurrent DG Training
For all personnel involved in Flight Operations a recurrent Dangerous Goods Training will
take place every 24 month. The annual contents is reduced, so that after a period of three
years the full scope of the initial training is covered. Each training will conclude with an
evaluation. The Recurrent DG Training has a validity of 24 month. Recurrent Training may
take place up to 3 month prior to the end of the validity period without shortening the
validity period.
For further guidance refer to OM D
9.6.4. Requalification DG Training
Personnel being absent from Flight Operations for more than 12 month will undergo a full
initial training.
9.6.5. Training Records DG
All DG Trainings and Evaluations will be recorded. This records are kept with the Training
department and have to be stored for 3 years. Refer to: QM “Document Control” for
specific guidance.

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Security Date: 28-Dec-19
10. Security
10.1. General
The company is, by law, obliged to comply with the requirements of the National Aviation
Security Program. In order to comply with this requirement the company has installed
confidential, internal safety measurements. To comply with these measurements, the
respective company personal has strictly adhere to the safety instructions contained in this
Chapter during their turn of duty.
AZAL has nominated Aviation Security Manager who is responsible to supervise all
matters affecting security. In addition, he is responsible for the establishment and
amendment of the security procedures within the company.
Aviation security does not only deal with airplane security but also with security
precautions on ground in order to prevent a threat against anyone within the aerodrome
security area.
10.1.1. Authority of the PİC
The PIC of the airplane under all circumstances retains his authority over crew,
passengers, airplane and load.
Objectives:
The objectives of these measures are:
 Primary. To ensure that no prohibited article or unauthorized person is present on
a departing aircraft.
 Secondary. To ensure that access to aircraft is denied to anyone intent on
vandalism, or theft or attempting to create damaging publicity for AZAL or the
aviation industry
Responsibility:
The President of Air Company AZAL is responsible for the security of the flight operations.
Details and responsibilities in case of an emergency are laid down in the company's Safety
Management System and ‘’Aviation Security Manual’’- Security Manual. ERP – Emergency
Response procedures
General Principles
Protection of aircraft is provided by a combination of measures falling into three areas.
These are:
 Searching of aircraft.
 Pre-departure checking of aircraft.
 Controlling access to aircraft.
10.1.2. Disorderly Passengers
General

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Individual passengers or groups of passengers with the potential to behave in a disorderly

manner generally fall into the following categories;
• Apparently intoxicated or under the influence of drugs to the extent of physical
incompetence;
• Engage in disorderly or offensive conduct to the discomfort or distress of other
passengers and flight attendants;
• Are violent to the extent that there is a possibility of injuries to passengers or flight
attendants or damage to the aircraft;
• Are apparently of unsound mind;
• Are known or suspected of being in possession of firearms;
• Fail to adhere to instructions by Company personnel
10.1.2.1. Airport Handling
Airport staff will prevent the boarding of any passengers or group of passengers whose
behavior displays the above characteristics.
Flights attendants observing disorderly conduct, in accordance with the above
characteristics, during embarkation will immediately advise the appropriate airport staff
and the PIC. If necessary, the offending passenger(s) is to be disembarked. Assistance
from airport police or security staff should be enlisted, if required.
10.1.2.2. In Flight
The handling of disorderly passengers in flights is at the discretion of the PIC and in co-
ordination with the senior cabin crewmember. This discretionary action could range from a
member of the cockpit crew talking to the disorderly passenger(s), the refusal of flight
attendants to serve alcohol, or to the physical restraint of the passenger. If an unruly
passenger refuses to stop disrupting the other passengers / flight, the PIC and Senior
Cabin Attendant will coordinate on the issuance Referring to: 11.7. Unruly Passenger
Warning Card-Disruptive.
10.1.2.3. After Landing
In case of a serious incident with disorderly passenger(s) the PIC will request airport
police, or security staff, to meet the aircraft on arrival and, if necessary, charge the
passenger(s) with an offence.
10.1.2.4. Reporting Procedure
In the situation where a passenger(s) is denied embarkation or behaves in a disorderly
manner in flight, a written report is to be submitted by the PIC. A report from an
independent non-Company witness should accompany the report. Such report should be
forwarded to the Deputy Executive Director on Flight Operations - Flight Operations
Director as soon as possible.
10.1.3. Bomb or Sabotage Threats
General
It is important that all staff develop a "security conscious" approach will respect to the
company aircraft and other assets. All flight crewmembers should be vigilant in ensuring

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that unauthorized persons are denied access to aircraft and areas where there is the
potential for sabotage or damage.
Sabotage:
Sabotage is an act or deliberate omission, intended to cause malicious or wanton
destruction of property, endangering or resulting in unlawful interference with civil aviation
and its facilities.
Security measures in force on the ground are intended to reduce the possibility of potential
sabotage. Conscientious preflight checks by technical personnel and flight crew and
watchful observation of the surroundings of the parked airplane can prevent sabotage or
can help detect attempted sabotage in time.
10.1.3.1. Bomb Threats
An anonymous bomb threat may be one of the following:
 Threat against the company In general,
 Threat against an airplane of the company on the ground,
 Threat against an airplane of the company in flight.
Because it is practically impossible to determine if a dangerous situation really exists,
every bomb threat must be taken seriously. If information about a bomb threat is received
company dispatch must be notified immediately. Dispatch will then proceed according to
the alarm plan. A person receiving a bomb threat via telephone must immediately
a) Attempt to keep the caller talking as long as possible. The longer the conversation
the greater the possibility to learn about the caller and his intention.
b) Try to find out details about the threat (e.g. flight number, airport, time).
c) Record or write down the exact words the caller uses during the conversation or
d) immediately afterwards.
e) Make notes of any accent or peculiarities of speech, together with other obvious
factors such as probable sex and age of the caller.
f) Inform company dispatch immediately.
g) If the threat does not apply to a specific flight or airplane, the security measures at
all company stations must be intensified according to established security
procedures.
10.1.3.1.1. Precautionary Measures
Stations must take the following precautions:
a) Baggage identification,
b) No cargo or mail transportation on that day,
c) A very careful comparison of the passenger manifest and supplies of the boarding
passes,
d) Inspect and seal clearing supplies in the kitchen and escort to airplane,
e) Identify all company stores before being placed on board,
f) Refuse last-minute changes unless inspected,

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g) When tax-free goods purchased by passengers are delivered the airplane, site, they
must be inspected before loading,
h) Packages containing newspapers and magazines must be opened before loading.
10.1.3.1.2. Bomb Threat During Flight
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 PIC must decide whether a bomb search
is possible in the remaining flight time. The passengers should be informed the following
PA announcements;
"Ladies and gentlemen this is Captain.................... speaking we have been advised
by Air Traffic Control that the safety of the aircraft may have been compromised. In
the interest of your safety we are returning to............. airport (or diverting to............
airport) and I will give you more details after landing";
After landing the captain will make the following PA announcements;
"Ladies and gentlemen this is Captain.......... speaking. I regret to advise that we
have received a message that an explosive material may have been loaded on to the
aircraft. In the interest of your safety we are going to make a thorough search of the
aircraft. The flight attendants will supervise your disembarkation and accompany
you to a safe position. Arrangements for your comfort while the aircraft is being
searched will be advised after disembarkation";
The In-flight Bomb Search procedures, will be applied, cabin attendants will check the
cabin and passengers will identify and check their hand luggage and their wardrobe Some
bomb detonators are activated by igniters, which depend on the pressure altitude. If the
performance and the terrain permit the flight should be continued at a lower flight level or
altitude without reducing the cabin pressure the flight crew shall establish radio contact
with company dispatch on the company frequency. If the remaining flight time is not
sufficient to carry out the bomb search procedure the flight should be continued to the
destination. In this case it is up to the PIC to inform the passengers about the bomb threat
before landing Nevertheless the PIC may decide in consideration of the situation to land at
the next suitable airport. In this case the captain shall inform the passengers that the
company orders the diversion without mentioning the bomb threat. Further information will
be given after landing by the ground staff. It is not necessary to declare an emergency but
perform a normal landing. After the airplane is parked as Instructed by ATC the
passengers have to disembark as quickly as possible taking their hand baggage with
them. Emergency evacuation is not required. If no stair is available, in this case
Emergency Evacuation may be executed.
10.1.3.1.3. Bomb Threat on the Ground
Bomb threat when airplane is on ground with passengers on board for departure, or after
landing. First make the following PA announcement:
"Ladies and gentlemen this is Captain........ Speaking. I regret to advise that there
will be an interruption to this flight. We have received a message that an explosive
material may have been loaded on to the aircraft. In the interest of your safety we
are going to make a thorough search of the aircraft. Instead of taking off, we shall
taxi the aircraft to a suitable area. The flight attendants will supervise your
disembarkation and accompany you to a safe position. Arrangements for your
comfort while the aircraft is being searched will be advised after disembarkation";

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a) Passengers shall disembark immediately with their cabin baggage.

b) All checked baggage, mail and cargo will be unloaded. The passengers should
identify their baggage and confirm that it contains nothing dangerous.
c) Passengers should be asked to surrender for inspection any 'Item in Their
possession, such as gifts and parcels carried for others, the contents of which are
unknown to them.
d) Unaccompanied baggage shall be removed and isolated according to local
procedure.
e) Cargo will be returned to the freight terminal for identification, search or Isolation.
f) Mail will be returned to postal authorities for identification.
The unloading of baggage, cargo and mail must be done by security officers of either the
company or station/airport. When the airplane is on the ground and no passengers are on
board the airplane will be taxied to a remote position to minimize the possible extent of
damage to persons and property in case of an explosion. If it is necessary to tow the
airplane empty airplane without crew - it will be performed without an operator on the flight
deck. Airplane search procedures for airplane on the ground are designed to find any
article, which does not belong in the airplane or is not a part of its integral equipment. The
Deputy Executive Director on Flight Operations - Flight Operations Director or the safety
officer will order the bomb search. The search procedures can only be carried out by
security officers. Employees who regularly work in a given area will be better able to
identify a foreign object than staff who is not familiar with the area in question.
Any foreign object found during the search should not be touched, but should be
immediately reportedto the local police authority/sappers engineering team. The
examination must be done according to the procedures - checklists - for "Bomb Search
Inspection" for the type of airplane. Checklists for Bomb Search Inspection are available at
the airplane, at the engineering department of the company and any company station. The
carrying out of the search must be noted down in the technical log of the airplane. If there
is not enough time for the bomb search procedure with regard to the predicted moment of
the explosion, no bomb search procedure will be performed. (Refer to Flight Safety
Manual).
10.1.4. Hijacking/Unlawful Seizure of an Aircraft
General
a) Since the circumstances surrounding a hijacking/unlawful seizure of an aircraft are
highly variable, it is not possible to provide specific information to flight crews that may
address each and every scenario. Hence, the safety of the aircraft and its occupants must
be the utmost consideration as any occurrence must be dealt with under the prevailing
circumstances. At all times the discretion and judgment of the PIC will dictate the manner
in which the situation should be handled.
b) Flight attendants must exercise extreme caution when moving in and out of the
cockpit. The immediate vicinity of the cockpit should be kept under careful surveillance
before opening/closing the cockpit door, to prevent any unexpected intrusions.
c) How a hijack will be initiated will depend mainly on whether there is one hijacker or
team. Most individuals attempt to take over control by threatening crew or other
passengers with a weapon or by brandishing a grenade or other type of explosive device.

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Occasionally a lone hijacker will attempt to storm the cockpit. Teams usually endeavor to
control the crew and passengers simultaneously.
d) In the case of armed hijack teams with possibly other team members remaining
uncommitted and unidentified among other passengers, any attempt to resist or overpower
the hijackers must be carefully evaluated. However, in extreme cases, if the hijacker
attempts to sabotage the aircraft the crew may take any action considered appropriate.
e) While on ground, flight crew should not attempt to escape from the aircraft and leave
the cabin crew and passengers to their destiny. Fleeing the aircraft deprives authorities on
the ground a valuable means of communication. The objective of handling a hijack should
always be to attempt to bring the aircraft back to the gate and demobilize it! This will
transform a hijack into a hostage situation where it can be dealt with by the authorities.
f) Cabin crew, as in all incidences of hijack, should initially exercise discretion and
establish that they pose no threat to the perpetrators A calm, professional attitude on the
part of cabin crew may compel the hijacker to moderate his demands. Under no
circumstances should an aggressive attitude be adopted.
10.1.4.1. Procedures
Flight Crew
(1) Preflight
During cabin briefing the PIC will establish with flight attendants a cockpit entry signal and
a hijack code. Those agreed upon signals must be observed at all times.
(2) On Ground
If a warning is received or it is determined that a suspected hijacker is on board prior to
takeoff, the aircraft should be returned to the terminal.
(a) Engage the dead bolt.
(b) Ensure Transponder is on and set A7500.
(c) Communicate the situation to Air Traffic Control and Company.
(d) Do not inform passengers of the reasons for returning as this may aggravate a
potential hijacker to take action; other reasons i.e. technical may be given.
(3) In-Flight
(a) Hijacker outside the cockpit:
 Engage the dead bolt.
 Do not open the cockpit door
 Declare Emergency. (Reason of the emergency is left to PIC discretion).
 Execute the Specific Bomb Threat Bomb on Board checklist.
 Advise Company.
 The PIC will endeavor to set transponder to ‘7500’
 Land at nearest suitable airport in point of time.

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(b) Hijacker inside the cockpit:

The captain will:
 Ensure the captain’s speaker is off.
 Use the headset.
 Monitor company frequency or 121.5 MHZ when beyond VHF range of the
company.
The first officer will:
 Monitor ATC on the No. 1 transceiver.
 Ensure the first officer’s speaker is ON to give the hijacker the impression he is
hearing all communications.
The PIC will endeavor to set transponder to ‘7500’; or the words "Transponder seven five
zero zero" spoken.
Selcal may be answered at the captain's discretion.
Captain will ensure that ATC is aware of the hijacking.
Fuel requirements should be calculated as soon as possible.
(c) Flight Attendants
 Endeavor to keep the hijacker outside the cockpit.
 Immediately contact the PIC via the interphone and advise using the agreed upon
code.
 Advise the remainder of the flight attendants.
 Supervise and reassure the passengers.
 Comply with the hijacker's demands without jeopardizing safety.
 Continue to keep the hijacker outside the cockpit.
 Plan the rationing and distribution of remaining supplies.
10.1.4.2. Relation With the Hijackers
Do not
 antagonize or argue with the hijacker.
 Engage in any conversation with political overtones.
 Refer to insanity or mental disorder.
 Offer any technical advice.
 Become mentally aligned with the hijacker.
 Take any physical action unless the hijacker understands why.
Try to
 Maintain command as the situation allows.
 Try to maintain personal contact to inhibit any potential aggression.
 Attempt to reassure and calm the hijacker by exerting utmost patience.

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 Explain actions and operational procedures in advance.

10.1.4.3. Communication Procedures
Where possible an attempt should be made to transmit to ATC a description of the
hijacking/unlawful seizure of the aircraft. ATC will maintain normal responses to the aircraft
without any reference to the emergency and will immediately activate the appropriate
emergency procedures. When circumstances prevent clear and concise radio
transmissions, if possible, the following discrete communications message/procedure may
be used.
10.1.4.3.1. VHF Communications
The captain:
 Ensure the captain's speaker is off.
 Use his headset
 Monitor emergency frequency 121.5 on No 2 transceiver
The first officer:
 Monitor ATC on No 1 transceiver
 Place the first officer's speaker ON to give the hijacker the impression that he is
receiving all communications.
10.1.4.3.2. Use Of Transponder
Situation Signal Cover Message

-Aircraft being hijacked or Transponder to code "Transponder seven five
subjected to unlawful interference. 7500 zero zero"
In the air, when the situation is
Transponder to code "Transponder seven seven
grave and immediate assistance
7700 zero zero"
is required
A pilot, having selected Code 7500 and subsequently requested to confirm this code by
ATC shall, according to circumstances, either confirm this or not reply at all. The absence
of a reply from the pilot will be taken by ATC as an indication that the use of Code 7500 is
not due to an inadvertent false code selection.
10.1.5. Crime on Board
If a crime is committed on board during flight, the PIC is responsible that action is taken to
safeguard the necessary evidence. In urgent cases the PIC may arrange a preliminary
inquiry or landing. The PIC may even start a search of clothes or belongings to safeguard
pieces of evidence. If there is any risk, the PIC may arrest any suspect by taken
assistance from the willing passengers. The PIC shall inform the aerodrome of intended
landing in advance and, after landing, make a report to the local authorities. Upon return to
home base he has to forward a written report about the reason of evidence and the actions
taken.

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10.1.6. A Description Of Preventative Security Measures And

Training
10.1.6.1. Identification Cards
Each employee must wear the airline identification card (ID card) valid for the duration of
his duty.
ID card must not be lent or disposed of in any manner. If the card is lost it must be
immediately reported to Administration Manager or Station Manager, as appropriate, and a
replacement card obtained. The identification card is to be worn in a visible position at all
times when on duty or when entering areas requiring the wearing of ID card.
10.1.6.2. Crew Baggage Security
All crew baggage should normally carry an identification label giving full name and rank of
the crewmember. Crewmembers must not leave their baggage unattended at all time.
Crewmembers must not accept for carriage sealed parcels from third parties. Any sealed
package belonging to a crew member shall at all times be carried by the crew member
concerned onto the aircraft personally and shall not be entrusted to any other crew
members. The individual crewmember 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.
 Maintain security of all your carry-on bag.
 Before leaving 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, restaurant, restrooms, hotel or terminal buildings.
 Never accept anything for carriage, including letters or envelopes, given by
strangers, fellow employees or acquaintances.
10.1.6.3. Night Stops
In the event of the company being informed of critical political situations by the authority of
the State and where an aircraft is parked outside during night stop, then special security
measures shall be performed. The safety officer and/or station manager will inform the
crew of the security measures being taken.
10.1.6.4. Sealing of an Aircraft
Generally the airplane has to be sealed according to the respective AOM during night
stops and/or when the airplane is parked unattended.
10.1.6.5. Training Programmes
Training programmes for the appropriate personnel will be established and conducted to
enable the personnel to act in the most appropriate manner to prevent acts of unlawful
interference such as sabotage or unlawful seizure of airplane and minimize the
consequences of such acts. As far as possible the training will be integrated in the initial
emergency training.

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10.1.6.6. In Flight Bomb Search Checklist

Caution:
 Do not handle any suspect or unclaimed package, report the findings to the captain
and purser.
 Do not cut any strings or tape which is under tension.
 Do not open any suspect container.
 Do not disconnect or cut any wire or electrical connection.
Instructions:
If moving the device is not required, keep the device exactly in place and in the same
attitude it is found.
Stabilize it in this position to prevent movement during descent and landing (if required).
Reduce fragment and fire potential by carefully piling wet blankets and pillows on, around
and under it. (If so instructed). If the device is found in a vulnerable part of the aircraft, the
captain may order the removal of the device to the least risk location. If so, check whether
it has an anti-handling device by using a cardboard or string. When moving the device, do
it slowly and carefully at the same attitude it is found. (Refer to Security Manual for security
matters).
10.2. Searching of Passenger Aircraft
All personnel who carry out checks and searches of aircraft are properly trained and are
competent security personnel, aircraft crew members or other relevantly qualified
personnel.
In addition to an aircraft security check prior to the commencement of each international
flight, a regular search, referred to as a security search, of an aircraft for suspected
explosive devices and/or weapons is conducted when an aircraft is put into service
following maintenance or after an overnight stop.
A security search is more thorough (than a check) and includes an in-depth inspection of
the interior and exterior of the aircraft. Aircraft security search checklists are available for
each type and configuration of aircraft operated by AZAL. When a search is concluded in
accordance with the checklist, the checklist shall be signed by the person responsible for
the inspection and is retained on file at the station where the inspection took place.
Over and above the AZAL guidance material for aircraft pre-flight checks and searches
under normal circumstances, higher threat situations and emergency situations, security
checks include, but shall not be limited to:
 an inspection of the exterior of the aircraft, with special attention to wheel bays and
technical areas;
 a comprehensive inspection of the interior of the aircraft, including the passenger
cabin area, seats, overhead luggage lockers, toilets, galleys and other technical
areas such as the flight deck. The focus is on areas that are readily accessible
without the use of common tools.
 To facilitate the search, panels that can be sealed are sealed, to show their
integrity has not been compromised.

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 To ensure effectiveness, aircraft checks and searches are carried out in good
lighting conditions, which could necessitate operation of the aircraft auxiliary power
unit (APU) or ensuring ground power is applied to the aircraft.
 To avoid duplication of effort, an aircraft check or search shall be conducted
systematically by personnel familiar with the aircraft type. Such personnel are
provided with a checklist and assigned to specific areas of the aircraft. Attention is
given to those areas of the aircraft interior to which passengers have had access
(e.g. cabins, galleys and/or lavatories).
 A search shall also include the flight deck, the exterior of the aircraft and cargo
holds.
 Aircraft access control is imposed prior to commencing a search and a search is
conducted with the minimum number of persons on board. This is necessary to
ensure devices are not introduced into the aircraft once it has been cleared.
 Control of access is then maintained until the aircraft doors are closed prior to
flight departure.
1) Requirement. The occasions on which a passenger aircraft is searched are:
a) Where it is not in service, immediately before or immediately after it enters a
Restricted Zone.
b) Immediately before access control measures are imposed where it is parked in an
area which will be included in a Restricted Zone.
c) Before loading of baggage, cargo and passengers begins for an originating flight.
2) Exceptions. Once an aircraft has been searched, further searching is not required,
so long as access to the aircraft is effectively controlled.
3) Timing. Since cleaning is conducted as a separate operation, it precedes searching
which in turn is completed before the loading of any cargo, hold baggage or
passengers begins.
4) Standard of search. Searches are carried out in sufficient depth to establish that
no unauthorized people or prohibited articles are on board. They include:
a) A physical examination of the interior of the aircraft and its fittings including flight
deck, galleys, cabins, toilets, seats, seat pockets, overhead and other lockers
and storage areas.
b) An examination of on board equipment to ensure none has been tampered with or
substituted.
c) An examination of the exterior of the aircraft to include holds, hatches and
inspection panels, under-carriage wells and areas under control surfaces.
5) Repeat Search. If, at any time between completion of a search and pushback,
there is reason to believe an unauthorized person has had access to the aircraft, or
a prohibited article may have been placed on board, a repeat search is carried out,
10.3. Post Disembarkation Checks
1) Requirement. Post disembarkation checks of aircraft are carried out:
a) Immediately following passenger disembarkation from a terminating flight.

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b) Immediately following passenger disembarkation from a transit flight.

2) Exceptions. A check is not necessary where:
a) An aircraft has been searched and access to it has been controlled since the
search was completed, or
b) Security Services has specifically advised the airport that post disembarkation
checks are not required.
3) Standards of Checking. Post disembarkation checks aim to confirm that passengers
who have left the aircraft and are not booked to rejoin it have left nothing behind
which might endanger the flight. Since only those areas of the aircraft to which
passengers have access during flight need to be checked, they are checked.
10.4. Aircraft Searches-Check-lists and Certificates
1) Checklists. AZAL has prepared checklists for searches of all aircraft types
operated. Checklists appropriate to aircraft types operated are retained at all
stations. A copy of the relevant checklist is also carried on board each aircraft.
Copies of the checklists are available in SM and CCH-A
2) Search Certificates. On completion of an aircraft search, the search team
supervisor fills out and signs a certificate confirming that all areas of the aircraft
have been searched and indicates by whom. The Captain is informed accordingly
and the certificate is provided to the Station Manager, who retains the document.
10.5. Who May Search, Check and Control Access
1) Searchers. Searches may be carried out by AZAL staff or contracted agents who
have been recruited and trained in accordance with Aviation Security requirements.
Flight deck crew or ground engineers carry out searches of the flight deck and
those parts of the aircraft exterior having a direct bearing on the safe operation of
the aircraft. Instruction on searching aircraft is included in the aviation security
training received by aircrew.
2) Access Controllers. AZAL employees or contracted agents may be used to control
access to aircraft.
10.6. Controlling Access to Aircraft in Service
1) Purpose. The purpose of controlling access to aircraft is to maintain the security
integrity of aircraft.
2) Requirement – Aircraft Outside an Restricted Zone. When an aircraft is outside
a Restricted Zone, access control is enforced from the time a search begins until
the aircraft is moved into an Restricted Zone.
3) Requirement – Aircraft Inside an Restricted Zone. When an aircraft is inside a
Restricted Zone, specific access control is unnecessary, provided the airport has
effective ramp security. Where ramp security is ineffective, access to individual
aircraft is controlled from the time the aircraft enters the Restricted Zone until the
doors are closed for departure.
4) Standard of Control, When specific access control is required as determined by
the threat level, sufficient guards are deployed to cover in-use cabin doors and
ground level approaches to the aircraft. Guards are instructed to ensure that:
a) No one has access to the interior of the aircraft without legitimate reason.

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b) there is no unauthorized access to or interference with the aircraft exterior, and

c) no prohibited article is placed in or on any hold baggage, cargo, catering supplies
or stores in the vicinity of the aircraft.
5) Authorized People. After an aircraft has been checked or searched, only people in
the following categories are allowed access to it. Furthermore, possession of an
appropriate pass or identity document does not, in itself, justify access. There must
also be a legitimate reason for the access. Person(s) considered to have legitimate
access, are:
• AZAL’s staff, employees of agents and ground handlers.
• Operating Crew.
• Passengers (on producing a boarding card)
• Members of the Police, Customs and Immigration authorities.
• SCAA inspectors on duty.
10.7. Access Control
Airport Security and Access Control is the responsibility of the Airport Authorities. The
designated Checkpoints at the entry points of the airport where all vehicles and personnel
identification is verified are controlled by the Airport Authorities. However, AZAL’s
responsibility is to inform and ensure compliance of their personnel and authorized Agents
about the requirements set out in this Chapter.
1) All employees of AZAL and their duly authorized Agents shall wear a visibly security
ID permit at chest height at all times when entering any security restricted area and,
particularly, whilst working around or in an AZAL aircraft. Only correctly identified
employees of AZAL and its duly authorized agents are allowed on board an aircraft
or to service an aircraft.
2) Personnel seeing any person (other than a bona fide passenger) around or in an
AZAL aircraft who is not wearing an ID permit shall challenge that person. If that
person cannot produce their ID permit, the security personnel shall be called and
the person apprehended. Vehicles entering the security restricted Airport Areas first
have to be clearly identified and the purpose for entry verified.
3) Before the commencement of each flight when the aircraft has been left
unattended, the aircraft will be searched prior to boarding the passengers using the
checklist and procedure laid down in Chapter 10.2 of this manual.
4) During a short turn around, the captain ensures that at least one crew member
remains on board to ensure no unauthorized access to the aircraft. On a long turn
around, the ramp controller ensures that the stairs are removed once the crew have
disembarked. Whilst engineering are working on board they are responsible for
security aspects.
5) The Phase 2 –fitted cockpit doors are kept closed and locked during the time that
the aircraft is on the ground. Only uniformed flight and cabin crew or ground
engineers/staff members wearing high visibility jackets are allowed into the cockpit.

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10.8. Protection of Aircraft not in Service

1) General. The level of protection given to an aircraft not in service is in such manner
that:
a) Unauthorized people are prevented from boarding the aircraft.
b) Easy and uninterrupted access to the exterior of the aircraft is denied.
2) Measures. The measures necessary to achieve acceptable security vary according
to the circumstances in which the aircraft is parked. Considered measures include:
• Removing air bridges and steps.
• Closing doors and locking them.
• Sealing doors and hatches.
• Parking in areas to which access is denied.
• Patrolling parking areas.
• Deploying aircraft guards.
• Briefing engineering and other ground staff to challenge anyone not known to
them or who is acting suspiciously.
10.9. Prevention of Stowaways
1) Conscientious application of the aviation security measures described in this Plan
will do much to counter the risk of stowaways. However, from time to time the risk at
certain airports rises. When it is assessed that this has happened, additional
counter-measures are instituted to ensure that no one has hidden in or on any part
of an aircraft.
2) Counter-Measures. Whenever there is an increased risk of stowaways at an
airport frequented by AZAL flights, the relevant Station Managers will be notified.
The following additional security measures will then be instituted:
a) Pre-boarding searches by crew to ensure no unauthorized people are on board.
This check includes toilets.
b) A pre-loading search of the holds by loading staff. The search is repeated before
the holds are closed for departure.
c) Specific access control covering in-use doors and the tarmac area surrounding the
parked aircraft. This control is implemented on the commencement of any search
required as stipulated above or, if no search is required, when loading begins.
d) Protection of baggage and cargo shipments to ensure no one is able to hide in
them. In implementing these measures the possibility of stowaways being
assisted by airport pass holders is considered.
e) A visual check of the undercarriage bays.
f) Measures to prevent potential stowaways from climbing into undercarriage bays
whilst aircraft are taxiing or holding ready for takeoff. These measures might
include working with the airport authorities to improve aircraft perimeter
protection and to reduce possible hiding places close to aircraft movement areas.
g) Positioning security patrols in high-risk areas.

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h) Improving airfield lighting.

10.10. Admission to Flight Deck
1) No person, other than flight crew members assigned to a flight, shall be admitted to, or
carried on the flight deck unless the PIC himself or his designated deputy is present on the
flight deck, and unless this person is:
• a member of the operating crew;
• a representative of the Authority responsible for certification, licensing or inspection,
if this is required for the performance of his official duties,
• an employee of other national aeronautical authorities or of the company or its
maintenance contractor if this is required for the performance of his official duties,
• an employee of aeronautical authorities/organizations performing specific
• duties and/or on a familiarization flight, as approved by the Deputy Executive Director
on Flight Operations - Flight Operations Director or his Deputy,
• an employee of AZAL authorized by the Deputy Executive Director on Flight
Operations - Flight Operations Director or his Deputy.
2) AZAL’s Boeing 757/767/787 and Airbus aircraft are all equipped with a reinforced
cockpit door as required by ICAO Annex 6 Standard 13.2.3.
- B757-200: 4K-AZ38 -FAA STC # STO1334LA-Installation of the Reinforced Cockpit
Door.
- B757-200: 4K-AZ43 – Modification No: 25LM109 Modification approval:
DCA/GT/201/M631 dated 3 July 2003
- B757-200: 4K-AZ11-Airplane S/N: 29305–FAA STC # STO1337LA–Installation of the
Reinforced Cockpit Door-Modification-CDRB23-1-18, Approval-BDA/MOD/589.
- B757-200: 4K-AZ12–Airplane S/N: 30834-FAA STC # STO1337LA–Installation of the
Reinforced Cockpit Door-Modification-CDRB23-1-1, Approval-DA/MOD.
- A340-500: 4K-AZ85/86-MSN:0894 P/N F 2527483600800
- B767-300: AZ-81/82: Part number: MODREF250238; Module number: 232T2100-
50T.
- B767-300: AI-01: Part number: MODREF283007; Module number: 232T2100-50GA.
- B787 : P/N NFD7877200G01 Supplier: JAMCO America, Inc.
For all A-319/320/340-s-IAW-MOD 32088 – Equipment furnishings-curtains and partitions
modified intrusion and penetration resistant flight deck door.
For all EMBRAER 170/190; Armored flight deck door on these type aircraft is: Part
number: 17096001-801
With all aircraft in the AZAL fleet that have flight deck doors that are lockable, AZAL
Security Requirements mandate that flight deck doors are secured and locked at all stages
of flight. The flight deck doors shall be locked from the time all external aircraft doors are
closed following embarkation until any external aircraft door is subsequently opened for
disembarkation, except when necessary to permit access and egress by authorized
persons, by explicit command of the Captain or his designate only, during flight. All Airbus

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aircrafts are equipped with CCTV (Area coverage for these cameras are: 1) the flight deck
entrance door area; 2) RH forward galley; 3) LH forward door area) except A320-212 reg.
Num#4K-AZ54, other aircrafts have door optical viewer (See procedure for these aircrafts
further down).
In the aircrafts equipped with optical door viewer a person should be appointed to take
responsibility for monitoring of the area in front of the flight deck door. For three flight crew
composition the third crew member takes responsibility for monitoring; and for two flight
crew member`s composition, one of the cabin crew members shall be appointed on the
position. In this case the appointed person shall be notified during the preflight briefing and
his name shall be written to the cabin crew “flight report” form
Flight deck entrance procedures:
1.Aircraft equipped with CCTV
Cabin Crew (or person listed in ch.
Flight Crew Actions
actions)
Before entering the flight deck, cabin crew (or The crew member by means of the CCTV shall
persons listed in ch. 10.10) must call the flight assure that the entrance to the flight deck is safe
crew to get clearance to open and enter the and secured and the person is obliged to enter the
flight deck door flight deck and only after assuring crew member
can unlock the door.
2. Aircraft equipped with optical door viewer or in case of CCTV failure
Cabin crew (or persons listed in the ch. Flight Crew Actions
actions)
fore entering the flight deck, cabin crew (or The third flight crew member or appointed crew
persons listed in the ch. 10.10) must call the member by means of the optical door viewer shall
flight crew to get clearance to open and enter assure and report the PIC that entrance to the
the flight deck door. flight deck is safe and secured and the person
requesting entrance is obliged to enter the flight
deck. Then the flight deck door can be opened by
the flight crew members.
10.10.1. Flight Deck Door Principles
Locked flight deck door during Normal Operation
Situation Procedures
The flight deck door must be locked before the 1st passenger enters
Boarding
the aircraft.
Before entering the flight deck, cabin crew must call the flight crew
Flight deck Entrance
to get clearance to open and enter the flight deck door( e.g. stating
Procedure
his / her name, position and entry area clear)
Senior Cabin Crew Member to report cabin secure via interphone
Taxiing
system
Not relevant as no entrance to flight deck or communication to flight
Takeoff
crew required.
Flight door will not be opened until the PIC authorises it ( e.g. when
Climb
the seat belt signs have been switched Off)

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Crew will use the interphone system to take any request

concerning flight deck service in order to avoid frequent opening of
the flight deck door.
Cruise
The PIC will brief the Cabin Crew accordingly concerning visits into
the flight deck whenever deemed necessary by the cabin crew e.g.
during night flights.
Flight deck door must not be opened after the seatbelt signs have
Descent ,Approach, Taxiing
been switched on or as briefed by the PIC.
Flight Crew will unlock the flight deck door after the last passenger
On blocks
leaves the aircraft.
10.10.2. Locked flight deck door during Abnormal Situations
Situation Procedures
Abnormal situation in the cabin e.g.
Cabin crew will inform the flight crew via Interphone e.g. using the
any situation which requires the
alert call.
attention of the flight deck.
The flight deck door remains locked until the situation has
Disruptive behaviour of passenger
completely been resolved.
in the cabin
Crew to communicate via Interphone system.
The cabin crew to inform the flight crew via interphone system. All
necessary information which need to be passed over to the flight
Medical Emergency
crew ( e.g. in case medical advices is being gained by a ground
medical service) must be done via Interphone system also.
As per laid down procedures of the airline ( e.g. requiring the cabin
Pilot Incapacitation
crew to enter the flight deck for further necessary actions).
Cabin crew will inform the flight crew via Interphone system ( e.g.
alert call)
Emergency Situation e.g. Fire /
The PIC will take the decision to unlock the flight door to allow
smoke
access only if really deemed necessary, as hijackers could be
using such means just to gain access onto the flight deck.
The PIC will call the Senior Cabin Crew Member to the Interphone
Emergency Situation declared by
system ( e.g. alert call via PA or alternative signal) and carry out
the PIC.
the necessary briefing via the interphone system.
10.11. The Four Levels of Threat
Level 1: Disruptive Behaviour- Suspicious or Threatening
The following behaviour is considered to belong to Level 1 Threats:
− Disorderly behaviour due to alcohol, drugs etc.
− Abusive language used by passenger
− Acts or body language confirming any suspicious or threatening behaviour.
The cabin crew will inform the PIC and follow procedures as trained to handle common
disruptive behaviour. The flight crew will immediately ensure that the flight deck is properly
secured and all admission to flight deck will be suspended until it is confirmed that the
situation is completely resolved.
Level 2: Physically Abusive Behaviour
This type of behaviour involves:
− Physical abuse from the assailant, e.g. grabbing, pushing, slapping, kicking another
passenger or crew.

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− Deliberate damage to property e.g. breaking of seats, destroying panels etc.

This type of threat can easily move to Threat Level 3 and should be considered with great
care. The flight crew should consider to divert and land at the nearest suitable airport and
get help from outside.
Level 3: Life-threatening Behaviour (weapon)
This type of threat is a life threatening one, and its seriousness is determined by the
presence of a weapon. If possible, cabin crew should make all safe possible effort to see
any weapon that has been referred to but not yet revealed. Examples of weapons include
guns, explosives, knives, chemicals, gases, flammable liquids, wires or cords ( normally
used for choking), stun-guns etc.
Even duct tape or bare hands can be used as weapons for choking. The crew should
consider the matter carefully whether a weapon has been revealed or not when the
behaviour of the assailant is life –threatening. The hijack could already have started!
The PIC should declare an emergency to the ATC, squawk 7700, and request diversion to
the nearest suitable airport.
Level 4: Attempted or Actual Breach of Flight Deck
This is the most serious threat and the problem has been counteracted through the flight
deck lockdown policy. However, hijackers could use physical force and violence in the
cabin in order to gain access to the flight deck.
Any threat to enter the flight deck is very serious and should be considered as a method of
gaining control of the aircraft and use it as a mass destruction weapon. Flight crew should
immediately ensure that the flight deck is properly secured and declare an emergency to
ATC, selecting the transponder to 7500 and land at the nearest suitable airport. Flight crew
should use an emergency or rapid descent to minimize the time of exposure to the hijack
in flight.
A hijacker would most probably immobilise a pilot by attacking him / her on the head, neck
and throat from the blind side. If the assailant has gained access to the flight deck, one of
the flight crew should take all necessary measures to prevent the assailant from taking
control or causing the flight crew to lose control of the aircraft, while the pilot flying
maintains control of the aircraft.
Cabin crew should in such cases act early and use all resources available to prevent an
assailant gaining access to the flight deck.
10.12. Flight Deck Security
 Remain calm except in the event of an imminent life threatening situation.
 Use your training experience and best judgement to assess each situation and then
afterwards act accordingly.
 Always have a good observation of the situation in the cabin and be alert to any
suspicious behaviour of passengers. Inform the PIC of any unusual matter as soon
as possible.
 In case of threat levels 1 & 2 ( provided being not life threatening), cabin crew
should manage the situation using conflict management skills.

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 Pilots must not leave the flight deck and be physically involved in any security
problems in the cabin.
 Flight Crew must ensure that the flight deck door is properly secured whenever
informed of any threat.
 Under no circumstances will the flight deck door be re-opened if it has be locked
due to a threat situation. This applies even if physical injuries is being caused to the
occupants of the cabin as a means to force the flight crew to give access to the
flight deck.
 The following information should be passed to the fight crew by the cabin crew in
case of an existing threat in the cabin:
• Nature of the threat and the level it could be classified
• The number of assailants and their locations in the passenger compartment
• Physical description of the assailant(s)
• If any weapon discovered, the type and number of them
• Crew should bear in mind that threat Levels 1 or 2 can sometimes escalate into
Level 3 and 4 situations which could end up in the flight deck being breached
and the flight crew losing control of the aircraft.
• Always inform the other crew members as early as possible of any threat
situations in order to tackle the problem in the early stages.
• Crew members should bear in mind that hijackers could cause a situation of
lower threat level to occur just to distract the crew and thus try and gain access
to the flight deck. Terrorists plan their attacks a long time before and could also
cause such situation with low threat levels to happen in order to gather any
information relevant to the reaction of the crew or sky marshals travelling on
board for use later.
• Whenever possible, communicate clearly and in plain language.

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10.13. Flight and Cabin Crew Actions

Pre-Flight / Boarding
Cabin Crew Actions Flight Crew Actions
• Verify the identities of crew members and those • Verify the identities of crew members and
occupying any jump seat. those occupying any jump seat.
• Always keep crew members baggage safe and • Always keep crew members baggage safe
secure. and secure.
• Ensure that no suspicious articles are on board • Ensure that no suspicious articles are
while doing the pre-flight checks. present on board while doing the pre-
• Include any relevant security information into the flight walk around check.
pre-flight briefing. Review the communication • PIC to include any relevant security
means and procedures in case of any threat information and flight deck admission
situation applicable to the aircraft type. procedures. Review the communication
• Stay alert during boarding by observing the cabin means and procedures in case of any
occupants and avoid being distracted by other threat situation applicable to the aircraft
activities by distributing the pre-flight tasks type.
accordingly. • Ensure presence of any Sky Marshals
• Mentally select any person which could act as (refer to company procedures
Able Bodied person should any situation accordingly).
demand it.
Phase: At the Gate

Threat Level: 1
• Use conflict management skills to diffuse the • Establish communication with the cabin
situation. crew and ground personnel as
• Inform the PIC as soon as possible in order to appropriate.
enable removal of respective passenger from • Have disruptive person(s) and luggage(s)
board if situation cannot be diffused. removed as necessary.
Phase: At the Gate
Threat Level: 2
• Use conflict management skills to diffuse the • Establish communication with the cabin
situation. crew and ground personnel as
• Use separation techniques and self defence appropriate.
responses whenever deemed necessary to • Have disruptive person(s) and luggage(s)
protect passengers and crew. removed as necessary.
• Inform the PIC as soon as possible in order to
enable removal of respective passenger from
board.
• Check any needs for medical assistance

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Phase: At the Gate

Threat Level: 3
• Use separation techniques and self defence • Establish communication with the cabin crew
responses whenever deemed necessary to and ground personnel as appropriate.
protect passengers and crew. • Escape or evacuate the aircraft as
• Apply restraint device as required appropriate.
• Inform the PIC as soon as possible in order to • Whenever possible disable the aircraft prior
enable removal of respective passenger from to leaving the flight deck by disconnecting
board. and / or switching off any relevant systems
• Escape and get the occupants of the aircraft (e.g. generators, fire warning switches
evacuated if necessary. etc.)
• In case the flight crew have escaped:
Ø Try and establish communication with
the authorities, company outside the
aircraft
Ø Make use of hostage survival
techniques and tactics leading to
delays whenever deemed necessary.
• Evacuate the aircraft if any explosive device is
suspected on board.
• Comply with the authorities on the ground
Phase: At the Gate

Threat Level: 4
• Inform the PIC immediately. • Call for help from the ground personnel.
• Escape or evacuate the aircraft if necessary. • Use all available means to counteract the
• If evacuation is not possible, use all means threat
available to counteract the threat. • Escape or evacuate the aircraft if necessary.
• Whenever possible disable the aircraft prior
to leaving the flight deck by disconnecting
and / or switching off any relevant systems
( e.g. generators, fire warning switches
etc.)
Phase: Taxi
Threat Level: 1
• Use conflict management skills to diffuse the • Inform ATC, ground personnel accordingly.
situation. • Make any appropriate PA announcement if
• Inform the PIC as soon as possible in order to necessary.
enable removal of respective passenger • If required, stop the aircraft or return to the
from board if situation cannot be diffused. gate to have the respective person(s) &
luggage(s) offloaded.

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Phase: Taxi
Threat Level: 2
• Use conflict management skills to diffuse the • Inform ATC, ground personnel accordingly.
situation. • Call for any assistance available
• Use separation techniques and self defence • Make any appropriate PA announcement if
responses whenever deemed necessary to necessary.
protect passengers and crew. • If required, stop the aircraft or return to the
• Inform the PIC as soon as possible in order to gate to have the respective person(s) &
call for further assistance. luggage(s) offloaded.
• Apply restraint device as required
Phase: Taxi
Threat Level: 3
• Notify the PIC about: • Inform ATC, ground personnel accordingly.
Ø Nature of threat • Call for any assistance available
Ø Number of assailant on board • Provide the authorities with any information
Ø Allocated seats of assailant(s) available on the assailant
Ø Physical description of the Ø Nature of threat
assailant(s) Ø Number of assailant on board
Ø Type and number of weapons Ø Allocated seats of assailant(s)
• Use separation techniques and self defence Ø Physical description of the
responses whenever deemed necessary to assailant(s)
protect passengers and crew. Ø Type and number of weapons
• Use resources available and force to restraint • Make any appropriate PA announcement if
the person. necessary.
• Regain control of the situation in the cabin • Park aircraft as directed by ATC in the
and maintain order. designated area.
• In a hostage situation, use delay tactics as • In case an explosive device is suspected or
appropriate. found, initiate an evacuation of the aircraft
• In case an explosive device is suspected or • Escape the aircraft, as appropriate.
found, • Whenever possible disable the aircraft prior to
Ø Inform the PIC immediately leaving the flight deck by disconnecting and
Ø Do not touch, cover or move / or switching off any relevant systems (e.g.
Ø Initiate evacuation procedures as generators, fire warning switches etc.)
appropriate
• Attend to medical needs as required

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Phase: Taxi
Threat Level: 4
• Notify the PIC immediately • Use all resources available to eliminate the
• Use all resources available to eliminate the threat
threat • Stop the aircraft.
• Call for help using any resources available( • Call for any help from outside the aircraft.
e.g. mobile phones, installed air phones etc.) • Whenever possible disable the aircraft prior to
• Escape or evacuate the aircraft as leaving the flight deck by disconnecting and
appropriate. / or switching off any relevant systems (e.g.
generators, fire warning switches etc.)
• Shut down the engines but leave power
sources on.
• If time permits, establish communication with
cabin crew and make any announcement to
call for passenger help.
• Escape or evacuate the aircraft.
Phase: In-Flight
Threat Level: 1
• Use conflict management skills to diffuse the • Make PA announcement as appropriate
situation. • Inform ATC, airline etc.
• Consider warning the assailant of their illegal • Expect interception by military aircraft and
action. monitor the frequency 121.5
• Use ABPs to monitor the assailant. • Follow intercept procedures as appropriate.
Phase: In-Flight
Threat Level: 2
• Use conflict management skills to diffuse the • Inform ATC, airline etc.
situation. • Divert to suitable airport if necessary.
• Use separation techniques and self defence • Request for any help from the authorities.
responses whenever deemed necessary to • Expect interception by military aircraft and
protect passengers and crew. monitor the frequency 121.5
• Use resources available and force to restraint • Follow intercept procedures as appropriate.
the person.
• Use ABP-s to block access to the flight deck as
appropriate.
• Attend to any medical needs

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Phase: In-Flight
Threat Level: 3
• Notify the PIC about: • Inform ATC, airline etc.
Ø Nature of threat • Provide the authorities with any information
Ø Number of assailant on board available on the assailant
Ø Allocated seats of assailant(s) Ø Nature of threat
Ø Physical description of the Ø Number of assailant on board
assailant(s) Ø Allocated seats of assailant(s)
Ø Type and number of weapons Ø Physical description of the
• Use separation techniques and self defence assailant(s)
responses whenever deemed necessary to Ø Type and number of weapons
protect passengers and crew. • Make PA announcement as appropriate.
• Use resources available and force to restraint • If an explosive device is suspected or found,
the person. follow the Least Risk Bomb Location
• Regain control of the situation in the cabin and procedures, descend to a lower altitude
maintain order. and depressurise the aircraft.
• Use ABPs to monitor the assailant. • Declare an emergency with ATC and land at
• Discontinue cabin service. the nearest suitable airport.
• Use delay tactics in a hostage situation as • Expect interception by military aircraft and
appropriate. monitor the frequency 121.5
• In case an explosive device is suspected or • Follow intercept procedures as appropriate.
found on board, coordinate with the PIC for • On the ground escape from the aircraft as
the Least Risk Bomb Location procedures. appropriate.
• Attend to medical needs as appropriate. • Whenever possible disable the aircraft prior
to leaving the flight deck by disconnecting
and / or switching off any relevant systems
( e.g. generators, fire warning switches
etc.)
Phase: In-Flight
Threat Level: 4
• Notify the PIC immediately. • Maintain control of the aircraft.
• Use all available resources to eliminate the • Use all available resources to eliminate the
threat. threat.
• Establish communication with the other flight • If possible, declare an emergency with ATC,
crew and cabin crew and coordinate squawk 7500 and land at the nearest
appropriately. suitable airport.
• Attend to any medical need • Provide ATC with any necessary information
which can be useful to the authorities.
• Expect interception by military aircraft and
monitor the frequency 121.5
• Follow intercept procedures as appropriate.

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10.14. Post- Incident

Flight & Cabin Crew Actions
 Cooperate with the authorities.
 If in a foreign country, contact the airline representative, follow company
procedures.
 Follow the post-incident evacuation checklist.
 Do not discuss the situation with the media or other witnesses.
 All crew members who have been involved or witnessed the incident involving
passenger disturbance ( Levels 1 to 4) must forward a written statement to the
authorities and company as required.
 Collect all necessary information from the witnesses including contact information.
 Treat all security information confidentially and provide information only to those
who operationally require it.
 Expect that the whole crew might have to remain at the airport until all required
coordination has been completed with the authorities and the airline.

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Handling, Notifying and Reporting of Occurrences Date: 28-Dec-19
11. Handling, Notifying and Reporting of Occurrences

11.1.1. Definitions of Occurrences
11.1.1.1. Incident
An occurrence, other than an accident, associated with the operation of an aircraft which
affects or could affect the safety of operation.
11.1.1.2. Serious Incident
An incident involving circumstances indicating that an accident nearly occurred.
11.1.1.3. Accident
Accident is an occurrence associated with the operation of an aircraft which takes place
between the time any person boards the aircraft with the intention of flight until such time
as all persons have disembarked, in which:
A person is fatally or seriously injured as a result of:
 Being in the aircraft;
 Direct contact with any part of the aircraft, including parts which have become
detached from the aircraft; or,
 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 the areas normally available to the passengers and crew: or
 The aircraft sustains damage or structural failure which adversely affects the
structural strength, performance or flight characteristics of the aircraft; and would
normally require major repair or replacement of the affected component; except for
engine failure or damage, when the damage is limited to the engine, its cowlings or
accessories; or for damage limited to propellers, wing tips, antennas, tyres, brakes,
fairings, small dents or puncture holes in the aircraft skin: or
 The aircraft is missing or is completely inaccessible.
Note 1: ICAO classifies an injury resulting in death within 30 days of the date of the accident as a fatal injury.
Note 2: An aircraft is considered missing when the official search has been terminated and the wreckage
has not been located.
11.1.1.4. Serious Injury
Any injury which:
 Requires hospitalisation for more than 48 hours, commencing within 7 days of the
date the injury was received.
 Results in fracture of any bone (except any fractures of fingers, toes or nose).
 Involves lacerations, which cause severe haemorrhage , nerve, muscle or tendon
damage.
 Involves injury to any internal organ.
 Involves second-degree burns or any burns affecting more than 5% of the body
surface.

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11.1.1.5. Emergency
Any occurrence, actual or threatened, which places at risk any AZAL aircraft, property or
staff. The causes of an emergency can be varied but the following are specifically
included: Aircraft accident, Sabotage, Hijacking, Pilot Incapacitation.
11.1.2. Definitions of Responsibilities
11.1.2.1. All Crew Members
In AZAL, safety is everybody's business.
A crew member shall be responsible for the proper execution of his duties that:
 Are related to the safety of them aircraft and its occupants; and
 Are specified in the instructions and procedures laid down in the Operations
Manual.
A crewmember shall:
 Report to the Captain any fault, failure, malfunction or defect that he believes may
affect the airworthiness or safe operation of the aircraft including emergency
systems.
 Report to the Captain any incident that endangered, or could have endangered, the
safety of operation; and
 Make use of the operator’s occurrence reporting schemes in accordance with AAR-
OPS1 2.13(a)(2). In all such cases, a copy of the report(s) shall be communicated
to the Captain concerned.
 PIC shall notify OCC and nearest authority by the quickest means available of any
accident or serious incident resulting in injury, death or substantial aircraft damage.
 PIC shall fill appropriate report whenever such report is required by requirements
set in this chapter immediately after occurrence and forward it to OCC Duty
Dispatcher for processing.
 Operations Quality Assurance Specialist is responsible for report database
keeping, statistical analysis and follow-up and, when required, for report forwarding
to the SCAA and Aircraft Accidents and Incidents investigation Bureau of the
Republic of Azerbaijan or Authority of foreign country where occurrence took place.
Additionally, General Manager and other managers monitor how the safety procedures
have been applied.
11.1.2.2. President of AZAL
 Plans, directs and evaluates the accident prevention program, and provides the
budget
 Gives directives for safety awards.
 Act as a chairman at Flight safety meeting, Accident Prevention meeting and
Accident investigation.

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11.1.2.3. Vice-President Flight Operations

 Applies directives from General manager related to accident prevention program.
 Gives directives to the Deputy Executive Director on Flight Operations - Flight
Operations Director , Flight Ops Personnel, Station Managers, Cockpit and Cabin
Crew related to flight safety.
 Monitors and guides flight operations according to flight safety.
 Analyses reports on previous accidents and gives information to cockpit crew.
 Analyses incident reports and gives information to the related units.
 Joins flight safety meeting and accident prevention meetings.
11.1.2.4. Chief of Operational Safety Department
The Chief of Operational Safety Department promotes and supervises operational safety
as representative for all safety related matters of the Flight Operations.
He shall regularly report to the Deputy Executive Director on Flight Operations - Flight
Operations Director to guarantee the maintenance of flight operational safety. (refer to:
SMS Company Manual)
Responsibilities:
 Determine proper hazard control action.
 Reporting of incident reports to the Deputy Executive Director on Flight Operations
- Flight Operations Director . Following up incident reports and to take action for
avoiding hazards.
 Analyse incident reports to identify causes and prevent similar hazards in the future
 Develop or modify the security programme to correct deficiencies and to be in
accordance with national requirements.
 Maintain a record of all unauthorised weapons or sabotage devices detected on
any AZAL aircraft or property.
 Evaluate security procedures and determine future requirements
 Report all actual or suspected acts of unlawful interference with aircraft operations
to the Deputy Executive Director on Flight Operations - Flight Operations Director ,
who in turn will inform the relevant department manager.
 Conduct Safety Meeting, according to the Accident Prevention and Flight Safety
Program.
11.1.2.5. Chief of Production Department (for Ground Operations)
 Instigate the raising or lowering of Security Standards at the request of the VPFO,
Security Officer or PAC.
 Apply directives from PAC related to accident prevention program.
 Gives directives to his personnel related to flight safety and security.
 Gives information to the General manager about unsecure conditions in the area
of ground handling.

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11.1.2.6. Engineering Director

 Applies directives from the PAC related to the accident prevention program.
 Gives directives to his personnel related to flight safety. Monitors and guides the
maintenance procedures.
 Coordinates flight safety matters with the PAC and other units. Gives information
and analyses reports to technical staff on previous accidents.
 Provides training for accident prevention.
 Ensures logistics, maintenance and engineering procedures and technical
publications meet standards and other safety criteria.
 Supplies logistics, maintenance and engineering needs and budget.
 Makes policies and provides budget cost information for modifications and retrofits
of equipment, so that they meet standards and other safety criteria.
 Provides required technical assistance from national and international units.
 Gives information to the General manager regarding the budget of the new
modification or equipment.
 Ensures distribution of technical documents.
 Ensures propriety of standards of the equipment, working environment and
facilities.
 Supplies protective equipment when needed.
 Conducts studies about flight safety awards.
 Gives information to the General manager about unsafe conditions.
 Joins flight safety and accident prevention meetings.
11.1.2.7. Chief of Quality Assurance
 The safety aspects of the engineering (manufacturing) side of an airline are often
the responsibility of a Quality Director.
 Joins flight safety and accident prevention meeting.
 Structures and maintains continuous coordination with the company’s Flight Safety
Manager to improve flight safety.
 Attends flight safety meetings.
 Evaluates relevant information relating to accidents and incidents.
 Plans and proposes audit schedules to verify how the flight safety prevention
procedures were applied.
11.2. Procedures for Occurrence Reporting
This part is an extract from AZAL Airlines Flight Safety Manual. The purpose of this part is
not only to help the users to report occurrences (mandatory and voluntary ) as using
standard forms but also to help the Flight Safety Department and the Management to
monitor and to improve Flight Safety.
Reports must be submitted within 72 hours of the time when the incident was identified
unless exceptional circumstances prevent this.

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References:
 AAR-OPS1 2.23 Crew Responsibilities (b) (c) , ACJ OPS 1.085 (e) (3)
 AAR-OPS1 2.13 (a) (2) Occurrence Reporting Scheme
 AAR-OPS1 2.11 Occurrence Reporting.
 SHGM SHY-65-02 , SHT-6A-50 REV 3
 ICAO ANNEX 13
11.2.1. Incident Reporting
AZAL has established procedures for reporting incidents accounting for all situations and
circumstances described herein.
a) AAR-OPS1 1.085(b) specifies the responsibilities of crew members for reporting
incidents that endanger, or could endanger, the safety of operation.
b) The Captain or the AZAL shall submit a report to the Authority of any incident that
endangers or could endanger the safety of operation.
The Captain in the event of any emergency situation that necessitated action in violation of
local regulations and/or procedures without delay notifying the appropriate local authority
(also to the SCAA).
c) Reports must be submitted within 72 hours of the time when the incident was identified
unless exceptional circumstances prevent this.
d) A Captain shall ensure that all known or suspected technical defects and all
exceedance of technical limitations occurring while he was responsible for the flight are
recorded in the Aircraft Technical Log. If the deficiency or exceedance of technical
limitations endangers or could endanger the safety of operation, the Captain must in
addition initiate the submission of a report to the Authority in accordance with item b
above.
e) In the case of incidents reported in accordance with the first three subparagraphs
above, arising from, or relating to, any failure, malfunction or defect in the aircraft, its
equipment or any item of ground support equipment, or which cause or might cause
adverse effects on the continuing airworthiness of the aircraft, the operator must also
inform the organisation responsible for the design or the supplier or, if applicable, the
organisation responsible for continued airworthiness, at the same time as a report is
submitted to the Authority.
11.2.2. Accident and Serious Incident Reporting
AZAL has established procedures for reporting accidents and serious incidents taking into
account responsibilities described below and circumstances described in sub-paragraph -
Specific Reports- below.
 The Captain shall notify AZAL of any accident or serious incident occurring while
he was responsible for the flight. In the event that the Captain is incapable of
providing such notification, this task shall be undertaken by any other member of
the crew if they are able to do so, note being taken of the succession of command
specified by the operator.

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Handling, Notifying and Reporting of
Date: 28-Dec-19
Occurrences
 AZAL shall ensure that the Authority in the state of the operator, the nearest
appropriate Authority (if not the Authority in the state of the operator), and any other
organisation required by the state of the operator to be informed, are notified by the
quickest means available of any accident or serious incident and - in the case of
accidents only - at least before the aircraft is moved unless exceptional
circumstances prevent this.
The Captain or the operator of an aircraft shall submit a report to the Authority in the State
of the operator within 72 hours of the time when the accident or serious incident occurred.
11.2.3. Specific Reports
Occurrences for which specific notification and reporting methods must be used are
described below:
- Air Traffic Incidents
The Captain shall without delay notify the air traffic service unit concerned of the incident
and shall inform them of his intention to submit an air traffic incident report after the flight
has ended whenever an aircraft in flight has been endangered by:
 A near collision with any other flying device;
 Faulty air traffic procedures or lack of compliance with applicable procedures by
air traffic services or by the flight crew;
 Failure of air traffic services facilities.
In addition, the Captain shall notify the Authority of the incident.
- Airborne Collision Avoidance System
Resolution Advisory. A Captain shall notify the air traffic service unit concerned and submit
an ACAS report to the Authority whenever an aircraft in flight has manoeuvred in response
to an ACAS Resolution Advisory.
- Bird Hazards and Strikes
A Captain shall immediately inform the local air traffic service unit whenever a potential
bird hazard is observed.
If he is aware that a bird strike has occurred, a Captain shall submit a written bird strike
report after landing to the Authority whenever an aircraft for which he is responsible suffers
a bird strike that results in significant damage to the aircraft or the loss or malfunction of
any essential service. If the bird strike is discovered when the Captain is not available, the
operator is responsible for submitting the report.
- In-flight Emergencies with Dangerous Goods on Board
If an in-flight emergency occurs and the situation permits, a Captain shall inform the
appropriate air traffic service unit of any dangerous goods on board. After the aircraft has
landed, the Captain shall, if the occurrence has been associated with and was related to
the transport of dangerous goods, comply also with the reporting requirements.
- Unlawful Interference
Following an act of unlawful interference on board an aircraft, the Captain or, in his
absence, AZAL submits a report as soon as practicable to the local Authority and to the
Authority in the State of the operator. (Refer to: AAR-OPS1 18.3)

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- Encountering Potential Hazardous Conditions

Captain shall notify the appropriate air traffic services unit as soon as practicable
whenever a potentially hazardous condition such as an irregularity in a ground or
navigational facility, a meteorological phenomenon or a volcanic ash cloud is encountered
during flight.
11.2.4. Occurrences required to be reported by the SCAA
It is difficult to precisely define significant hazards that should be reported to the
Azerbaijan SCAA, but listed below are types of occurrences considered reportable. For
convenience they are grouped under the titles of the appropriate sub paragraph of the Air
Navigation regulations.
 Damage to aircraft structure
 Injury to a person
 Impairment of a member of flight crew or ground staff to undertake to functions to
which their license or responsibilities relate
 The use of any procedure for the purpose of overcoming an emergency
 Failure of aircraft systems or any aircraft equipment
 Any loss or significant malfunction of more than one main system, sub-system, set
of equipment or major component, for example:
• Fire or explosion
• Smoke, toxic, or noxious fumes in the aircraft
• Significant leakage of hydraulic fluids, oil or other fluids that result in a
significant fire hazard or possible hazardous contamination of aircraft
equipment.
• Inability to re-light or re-start an airworthy engine
• Significant asymmetry of flaps, slats, spoilers, etc.
 Any reportable occurrence arising from the control of an aircraft in flight by its flight
crew, for example:
• Abandoned takeoff at a speed close to or over V1
• Unintentional contact with the ground, including touching down before the
runway threshold
• Over-running the ends or sides of the runway or airfield
• Loss of control from any cause, e.g. turbulence
 Failed or inadequate facilities or services used in connection with the operation of
aircraft:
•Navigation aids/communications:
 Total failure or significant malfunction of any aids to navigation
 Total failure or significant malfunction of any communications equipment
• Air Traffic Control Services and General Operational Services:

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 Provision of significantly incorrect, inadequate or misleading information from

any ground sources
 Miss-identification of aircraft on radar
 Separation between aircraft being less than that prescribed
• Airfield facilities:
 Failure or significant malfunction of airfield lighting
 Major failure or significant deterioration of surfaces of airfield manoeuvring
areas
 Significant spillage of fuel on airfield aprons
 Errors or inadequacies in the marking of obstructions or hazards on airfield
manoeuvring areas
 Runways or taxiways obstructed by foreign objects
 Apron blast incidents resulting in significant damage or injury
 Collision between a moving aircraft and any other aircraft, vehicle or other
ground object
 Moving aircraft inadvertently leaving the paved surfaces
• Flight crew interpretation of information and instructions:
 Incorrect setting of an SSR code
 Flight at a level or on a route different from that allocated
• Occurrences arising from the loading or carriage of passengers, cargo or fuel:
 Loading of incorrect fuel quantities likely to have a significant effect on aircraft
endurance, performance, balance or structural strength
 Loading of incorrect type, or contaminated fuel or other essential fluids
 Incorrect labelling and packaging of restricted goods
 Incorrect loading of passengers, baggage or cargo, having a significant effect
on aircraft mass and balance
 Inadequate securing of cargo containers or significant items of cargo
 Significant contamination of the aircraft structure, systems or equipment
arising from the carriage of baggage or cargo
 Difficulty in controlling intoxicated, violent or armed passengers
 Any other occurrence which endangers, or which if not corrected would endanger,
the safety of an aircraft, its occupants or any other person.
As will be appreciated, it is not possible to envisage every kind of occurrence that
endangers, or which could endanger, an aircraft or its occupants. Accordingly, it is
necessary to include any other occurrence affecting flight safety.
Some examples of the types of occurrences not listed under other sections are:
 Bomb threat

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 Hijack
 Lighting strike which results in significant damage to the aircraft, loss or multi
function of any essential services or injury to impairment of the occupants
 In-flight fuel quantity is critically low or exhausted
11.2.5. Flight Data Monitoring (FDM)
11.2.5.1. Data Collection and Analysis
A system for collecting and analyzing data relevant to Flight Safety is the fundament of an
effective Accident Prevention and Flight Safety Program. The following paragraphs
describe the system used by AZAL.
11.2.5.1.1. Introduction
The Flight Data Monitoring (FDM) programme is designed to promote and improve flight
safety within the company. It is a method by which each flight may be monitored to ensure
that it is being operated in accordance with the company manuals and procedures. It also
allows for exceedance of the operating limits to be monitored and assists in engine health
monitoring to assist in reducing unplanned “down time” for aircraft.
11.2.5.1.2. Data Download
Data is collected on either a Flash or a PCMCIA card and is downloaded on an average
every 25 flight hours from the aircraft via a Quick Access Recorder (QAR) to a DMTU for
onward forwarding via secure link to Flight Data Services (FDS) for analysis and
verification. The data is then returned via secure web to the company for further
investigation as required. FDS are also responsible for carrying out a regular Trend
Analysis and keeping the Chief of Operational Safety Department informed of trends. The
maintenance department is responsible for ensuring that data is downloaded and
transmitted in accordance with the airlines agreed procedures. The maintenance
department will at all times respond to requests from the Chief of Operational Safety
Department (COS) or the Vice President Flight Operations (VPFO) for data to be
downloaded even when this is requested outside the agreed cycle. This should occur as
soon as requested for aircraft that are on the ground and no later than the next landing
where the request is made whilst the aircraft is in flight.
11.2.5.2. FDM Management
The programme will be chaired by the (COS) and he will also head the company FDM
Working Group. The group will comprise:
 Chief of Operational Safety Department (chair)
 Vice President flight operations
 Deputy Executive Director on Flight Operations - Flight Operations Director
 Training Director (COT)
 FDM Analyst
 Counsellor – If employed
The group will meet on a monthly basis to be presented with the de-identified data and
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been recommended and/or taken. Other matters that will be considered at the meetings
might include:
 Review of trends
 Possible procedure/parameter changes
 Significant lessons learned
 Consideration of action to be taken
 Reports of action taken
 Information Exchange
The Chief of Operational Safety Department will be responsible for:
 Ensuring accurate analysis of all relevant data
 Maintaining trend analysis
 Investigating level 3 events as he feel necessary
 Ensuring crews are contacted where applicable
 Ensure satisfactory outcome of contact
 Maintaining the confidentiality of the data and the identity of the crews concerned
Once any exceedance of parameters either set by the Operations Manual or the aircraft
structural limitations have been identified, the COS will review the data and decide
whether the matter should be taken further. It is only at this point that the crew will be
identified within the safety department and contacted. It is therefore important that the pre-
set parameters accurately represent the operational limits set by the operator, regulator
and manufacturer. The COS is responsible for ensuring that the protocol for crew contact
is strictly adhered to at all times and by all those involved.
11.2.5.3. Protocol
All retrieved data is treated with the utmost confidentiality and it is stressed that under the
rules of both ICAO and JAA it cannot be used punitively. It should always be remembered
that the programme is primarily used as a safety tool. Disciplinary action will only be
considered when the risk is too great, the aircraft is deliberately hazarded, or if all other
courses of action have failed and only then after very careful deliberation. Even then it is
essential that the FOD, COS and COT are all involved in the decision making process.
Other than this additional training will be given as discussed below. Pilots should always
report any known exceedance through the open Air Safety Reporting scheme.
Under industry agreed “best practice” the operational data is only available to the COS.
Any analysis will be completed by his department and at this stage will be de-identified
meaning that there is no way that the flight or the crew are identifiable by any other person
or department. Should it be necessary to discuss the event with the crew the person
[member of the flight safety team] nominated to contact the crew will be briefed on the
event. He/she will then identify the crew, contact them and discuss the event directly with
them. The crew must be reminded of their duty to fly the aircraft in accordance with
company manuals and procedures. A de-identified report resulting from the interview will
then be given to the COS who will report that to the DDFO or his deputy with any
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the same pilots at a later date, consideration will be given to identifying those concerned
with the possible intention of putting additional training in place.
Interested third parties such as the regulator, manufacturer or research bodies may from
time to time seek access to FDM data for safety purposes. In order to ensure the continual
confidentiality of data at all times the following process for is release will be put in place
If the request is for de-identified data (data not including any information enabling it to be
identified as coming from a particular flight or crew), the airline may supply only that data
which is relevant, but will in any case inform the crew on every occasion.
If however the data only has value when it might be linked to specific flights the airline will
agree with the crew the terms under which the data may be released.
When data is to be used for continued airworthiness or other engineering requirements
within the company, secure procedures must be in place within the maintenance
department to control access to the data. These procedures are to be laid down in the
maintenance quality manual. Any identification of or contact with the crew may only be
carried out after due consultation with the crew involved and the COS.
11.2.5.4. Analysis Procedures
General
There are three levels of event and these levels relate to the risk perceived:
 Level 1: Normal operation
 Level 2: Approaching Company or Manufacturer’s Exceedance
 Level 3: Exceedance of company procedures or Manufacturer’s limitations
The current list of event parameters can be seen as an Appendix to this chapter
11.2.5.4.1. Company Analysis Process
When the analysed data is received from FDS via the secure website, the Chief of
Operational Safety Department (or his assistant) will study all the reports and in particular
all Level 2 and 3 events. The Chief of Operational Safety Department will then decide with
his assistant what further action needs to be taken. The validity of the data will always be
confirmed prior to any contact being made with the crew or action being taken.
At least every quarter (three months) an in depth trend analysis is received from FDS by
the Chief of Operational Safety which he shares this with the Safety Review Board, Safety
Action Group, and the FDM working group at their regular meetings.
Further Action
Once it has been decided that further action is required, the Chief of Operational Safety
Department or his Assistant will contact the crew and arrange a mutually convenient time
to discuss the event. Any discussion will be confidential and any resulting report of
responses will be de-identified before being presented to the FDM working group or any
manager outside the Operational Safety Department.
No Further Action
Where it is decided on a particular occasion not to take further action the situation will be
monitored to observe for any recurrence. Should repetitions become apparent the Chief of
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reason to take further action and it becomes apparent that the same Captain was involved
in all the events then the Chief of Operational Safety Department or his Assistant will
contact the Captain to discuss the event with him.
Unsatisfactory Responses
Where the Chief of Operational Safety Department or his Assistant is not satisfied with the
response from the crew/Captain, they will initially advise the pilots of their concern and of
any intention to take the matter further. Under these circumstances the Chief of
Operational Safety Department and his Assistant will decide whether it is necessary to
break confidentiality or whether the matter can be further dealt with whilst maintaining
confidentiality.
Deliberate Hazarding or Negligence
Where the decision is made between the Chief of Operational Safety Department and his
Assistant that one of the above conditions has occurred then confidentiality will
immediately be broken and the Deputy Executive Director on Flight Operations - Flight
Operations Director fully advised of the situation.
Further information on the operation of the Flight Data monitoring programme can be
found in Chapter 5 of the AZAL Safety Manual.
11.2.6. Use of AZAL Flight Reporting Forms
Data Collection and Analysis
11.2.6.1. Air Safety Reports (ASRs)
The PIC shall notify the air traffic service unit whenever an aircraft in flight has been
endangered by hazardous flight conditions which are listed in “Mandatory Reporting List
for Cockpit Crew” without delay. He also shall inform them of his intention to submit an Air
Safety Report after the flight has ended.
The PIC of the flight shall immediately inform the local air traffic service unit whenever a
potential bird hazard is observed during flight.
If he is aware that a bird strike or another animal strike has occurred, the commander shall
submit a Air Safety Report. If the strike is discovered after the flight, first personnel who
have discovered the strike will submit the report (Maintenance or other ground personnel).
If the PIC of flight is aware that a lightning strike or weather related damage has occurred,
he shall submit a safety report. If the lightning strike is discovered after the flight, first
personnel who have discovered the strike will submit the report (Maintenance or other
ground personnel). When serious illness, incapacitation, injury or death occurs to crew or
passengers, if the Emergency Medical Kit (EMK) is used, or if contact is made with
infectious deceases, triggering diversion of flight, a Safety Report has to be completed and
submitted to the Safety Management together with other specific reports. as described in
this chapter.
Action must be taken in case of serious illness, injury or death in flight, to avoid contagion
for the other persons on board.
The ill person is to be isolated by the cabin crew for the comfort and the safety of the ill
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During the time the ill person is on board, first aid must be given by flight attendants or
competent passengers.
It is the responsibility of the PIC to decide if an earliest possible landing is to be made in
coordination with cabin crew and/or if doctor or medical personnel (nurse, paramedic etc.)
is onboard. Such a situation can be considered as an “Emergency”. Flight Crew will decide
about the nearest suitable aerodrome upon the medical status of the passenger.
When a passenger on board is seriously ill, dies or shows symptoms, which might indicate
the presence of a major disease, the Pilot-in-Command of an arriving flight must ensure
that the airport medical or health authority will be informed.
It is the responsibility of the airport medical or health authority to decide whether isolation
of the aircraft, crew and passengers is necessary.
attempt to off load cargo or catering until such time as authorized by the airport medical or
health authority.
Incoming Air Safety Reports shall be registered and collected in the AZAL Flight Safety
database. The following information shall be traced: (Refer to: SMS Company Manual)
 type of aircraft
 registration
 date of event
 time of event
 flight number
 number of passengers on board
 leg
 locality (aerodrome/airspace)
 flight phase
 Flight Crew Member (reporter)
 Specific flight data referring to the situation
 Information describing the event
Air Safety Report must be completed and instructions followed as written.
Safety Management, in coordination with Security Management, is responsible to submit
the report to the authority latest within 7 days.
11.2.6.2. Confidential Reports (Human Factor)
The Confidential Reporting (Human Factor) programme is to enable employees to report,
without fear of retribution, any matters that they consider to be a safety hazard to the
company, which they feel would otherwise be impossible to bring to the notice of the Chief
of Operational Safety Department. The Scheme is in addition to the normal open Air
Safety Reporting (ASR) programme that is already in use. Each report received will be
placed in a password protected Safety Department database in a de-identified form and
the written report will then be shredded to ensure anonymity, once any misunderstandings
have been clarified by the Chief of Operational Safety. Every effort will be made to resolve

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the subject of the report without releasing the identity of any of the individuals mentioned
outside the safety department. Should this not be possible for some reason, then the Chief
of Operational Safety will always obtain the permission of the reporter prior to divulging
any personal details.
Once the response to a confidential report has been decided upon, a de-identified report
will be sent directly to the Vice-President of Flight Operations with a recommended
corrective action and the situation will continue to be monitored for other ASRs or
Confidential Reports regarding the matter.
11.2.6.3. Data Collection Using other Reports
Since Air Safety Reports may not be sufficient to give a complete picture of events, where
necessary the Operational Safety Department shall use other means of information, such
as
Bird Strike Report – Box 34 on combined Air Safety Report form Any time when there is a
collision between an aircraft and birds during flight the crew is requested to fill out an ASR
(section bird strikes).
An official Bird Strike report (example in Appendix) will be sent to SCAA and a copy will
remain with the particular ASR file.
Aircraft FDR readouts produced after accident, incident, and any other irregular event.
Aircraft engineering and maintenance report (distributed by Maintenance Department)
Data and information gathered out of investigation of accidents and serious incidents.
Additional data collected through safety information exchange with external organizations
and other airlines.
Data from Flight Safety meetings
All other suitable sources of information (e.g. discussions, inquiries, etc.)
Information gathered this way shall be treated, traced, and categorized in the same way as
all other ASR information.
Note: Procedure and handling of Flight Data Analysis is described in Flight Safety Manual.
11.2.6.4. Distribution of Reports
Summaries of ASRs will be distributed for the purpose of fact finding and further
investigation to the heads of all department involved to the event, these may include the:
 President of Air Company AZAL
 VP/Executive Director
 Vice-President of Flight Operations
 Training Director
 Engineering Director
 Chief of Coordination and Tariff Section
 Security Officer

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 Fleet Chief Pilots

 Chief of Cabin Services Department
 External agencies
The writer of the report shall be informed that the report has been received.
Where the report is confidential it shall be de-identified
All requests for information from the Chief of Operational Safety regarding any safety
reports shall be responded to by the responsible head of department or his/her deputy.
Feedback to an ASR shall contain information concerning the root causes of the event,
planned corrective actions, and schedule for implementing that corrective action.
If no feedback is received from an internal department within 10 days, the Chief of
Operational Safety Department shall re-contact the relevant head of department or his/her
deputy requesting an immediate response. The President of Air Company AZAL shall be
informed, accordingly.
Where outside agencies are concerned the time limit will be extended to 21 days.
All forms must be submitted as soon as practicable however at least within 72 hours of the
time when the incident was identified unless exceptional circumstances prevent this.
11.2.7. Retention of Forms
In accordance with the QM AD AZAL Airlines Operations Manual, all Air Traffic Incident
Reports will be held by the Flight Safety Department for a period not less than 24 months
from the time of incident. All other forms gain the status of Operations Records once filled
out. They will be stored in the Flight Operations Department.
11.3. Accident Notification, Responsibilities, Reporting Sequence
11.3.1. Responsibilities
11.3.1.1. Organisational Structure, Contact Details
Home/Office
Management Name Mobile Phone
Phone
Vice-President Flight Ilham Amirov +994 124972400 +994 502181958
Operations/Deputy Executive
Director
Vice-President/
Eldar Hajiyev +994 125048201 +994 502009999
Executive Director
Emergency Command Center

Operational Safety Director/ Sergey Rublyov +994 124723-09 +994 50 316 2319
Incident
Manager/Invistigation Team
Activator
OCC Manager Nikolay Karev +994 12492 90 26 +994 557620822
Technical Director Rauf Abbasov +994 12497 28 54 +994 50 3205105
ECC Operations Ali Aghayev +994 12 4977320 +994 50 3200202

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Doctor
A doctor will be appointed as required by the AZAL Administrative Manager to assist
employees and employee’s families.

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Security
Security personnel will be appointed by the AZAL Administrative Manager to ensure the
safety and safe work environment of the Crisis Director and his team.
Voluntary Team
Should be created by the Deputy Executive Director on Flight Operations - Flight
Operations Director among the AZAL crewmembers to assist where necessary. They will
help with the administrative requirements of the Emergency Security Committee or aid the
family/friends of those involved in the crisis.
11.3.2. Crisis Director
General
The Crisis Director will take full charge of all phases of the response to a major security
event. He will be responsible for issuing instructions to all Emergency Watch Centres and
to personnel at the scene of the event, considering prevailing circumstances.
11.3.2.1. Responsibilities
The Crisis Director will take full control of, and responsibility for the AZAL Management of
the event, as follows:
 To apply company policy and procedures in a manner that will bring the post
accident activities to a successful conclusion as quickly as possible with the
primary objective of ensuring the safety of all passengers, crew and personnel
involved.
 Proceed to the Emergency and Security Committee Centre to take charge of the
event. He will normally be located in the Emergency and Security Committee
Centre throughout the event.
 Keep himself informed on the progress and development of the event.
 Make all executive decisions necessary and employ and direct all or any of the
resources and personnel of the Company as he sees fit in the light of prevailing
circumstances.
 Ensure that there is established a single point of communication with each
appropriate agency, both Company and external, and ensure that all
communications are controlled and maintained throughout the incident.
 Keep Management fully informed of all phases of the emergency.
 Appoint an Emergency and Security Manager, if required.
 Send at least one member of Senior Management to the Station of last departure to
obtain all relevant information relating to the dispatch of the aircraft for the flight.
 Issue instructions to all Emergency Centres.
11.3.2.2. Alternates for the Crisis Director
General Manager is responsible for ensuring that the nominated alternates are rostered to
assume the duties of the Crisis Director in his absence. The following are the assigned
alternates for the Crisis Director:
 VPFO

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 Ground Operations Manager
The first of these individuals to reach the Emergency and Security Committee Centre will
assume the role of Crisis Director until relieved by General Manager.
11.3.3. Emergency and Security Committee
The Emergency & Security Committee is responsible for and appointed to:
 Advice and support the Crisis Director in the conduct of the Company’s response to
the incident and advise the Crisis Director on the availability of any human and/or
technical resources considered necessary to implement possible reaction plans.
 Collect and collate information on the incident as per the following form, from all
possible sources.
 Anticipate possible avenues of development of the incident and prepare alternative
appropriate reactions and responses. (This would involve consideration of the
possible demands of the hijacker and the possible reaction and plans of other
responsible agencies, both national and foreign, and the Company role in
influencing and implementing these developments)
11.3.4. Emergency and Security Committee Centre
In accordance with the plan an Emergency & Security Centre will be established at the
most convenient place under the control of a Crisis Director. The Crisis Director will take
charge of the event making all the necessary decisions to ensure an effective controlled
response to the situation.
11.3.5. Investigations of Accidents and Incidents
General
The Deputy Executive Director on Flight Operations - Flight Operations Director shall
decide if a hearing is required or would be helpful in order to uncover the course of events
that led to the accident. If a hearing is called, the participation of the Captain is mandatory.
In order to provide, as expeditiously as possible, maximum assistance to all persons
involved in an accident/incident, AZAL will provide detailed information on the Emergency
and Survival Equipment carried by the aircraft, endurance etc. to the relevant Authorities.
(ATC, Search and Rescue etc.)
AZAL will also provide such items as technical/maintenance details, Dangerous Goods on
board, number of passengers and crew.
All evidence concerning accidents/incidents will be collected by AZAL for use in
investigation of the particular event. The duties of the Field Representative cover the
collection of documents and other items from crashed/disabled aircraft.
The following responsibilities are relative to the various assigned categories for accidents,
incidents and security events.
11.3.5.1. Category A and B Incidents
Investigation of an event in this category will normally be carried out by the appropriate
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reports, documents or interviews he may require from company personnel. The Flight
Safety Manager will facilitate the State Investigator.
Immediately following an Accident it is the responsibility of the Flight Safety Manager to
obtain from all relevant areas of AZAL Airlines, and such other companies as necessary,
all documentation relating to the aircraft, flight, passengers, crew and cargo. The
documentation will be sealed and held in the Flight Safety Office until required by the
Investigating Authority.
AZAL Airlines may establish its own inquiry on direction of the Deputy Executive Director
on Flight Operations - Flight Operations Director . Engineering department will preserve,
for a period of 60 days, the recordings of the FDR and/or CVR in the event of an accident.
At the request of the Deputy Executive Director on Flight Operations - Flight Operations
Director , the Engineering department may preserve this information following a Category
A or B incident. At any time, the Azerbaijan SCAA may request these recordings to be kept
for a period of 60 days.
11.3.5.2. Category C Incidents
Incidents in this category must be investigated by the appropriate Line Department(s).
Investigation reports shall be sent to the Flight Safety Manager who is responsible for
ensuring that each incident has been adequately investigated. If deemed necessary, the
Flight Safety Manager can pass this responsibility to the Quality Director however only the
Flight Safety Manager can close the incident after satisfactory investigation.
Investigation Reports must indicate a probable cause(s) and what action has been taken
to prevent a future occurrence of a similar incident, in particular where a specific hazard
has been identified.
It is particularly important that human factors elements involved in the occurrence of
incidents are identified. Having reviewed an incident, the Flight Safety Manager may
downgrade it to the category of a Happening.
11.3.5.3. Accident / Incidents-Discipline
Flying Duties
The Captain and Co-pilot of an aircraft are automatically withdrawn from flying duties,
pending investigation, if the aircraft is involved in, or sustains an accident in which:
 Death or serious injury to any person occurs.
 Serious structural damage to the aircraft is suffered.
Confirmation of this fact will be made in writing by the Deputy Executive Director on Flight
Operations - Flight Operations Director to the individuals concerned, as soon as possible.
The format of the communication will be as follows:
“You are hereby informed that you will not be rostered for further flying duties, pending
investigation, etc.”
In the case of an accident or an incident where withdrawal from flying is not automatic, the
crew of an aircraft may be withdrawn by the Deputy Executive Director on Flight
Operations - Flight Operations Director , pending investigation.
Staff that has been withdrawn from their normal flying duties in accordance with these
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refer essentially to the procedure which will be followed in the event of aircraft accidents
and incidents, and in no way refer to suspension from duty which could arise from other
factors, e.g. misdemeanours, etc.
However, if the conclusion of an inquiry discloses matters that convey neglect,
misdemeanours or dereliction of duty on the part of a pilot, then the Deputy Executive
Director on Flight Operations - Flight Operations Director may suspend the individual.
Medical Examinations
The Captain and other operating members of the crew must be medically examined before
further flying duties in the following cases:
Aircraft accidents involving major damage to the aircraft and/or injuries to passengers and
crew and fatal accidents to ground staff or to members of the public for which the
crewmember may be wholly or partly responsible.
Aircraft accidents involving damage, even though of only minor extent, arising during
takeoff and landing. This requirement may be waived on the authority of the Deputy
Executive Director on Flight Operations - Flight Operations Director in case of minor
accidents occurring during training flights. The Deputy Executive Director on Flight
Operations - Flight Operations Director in conjunction with the relevant Medical Officer will
make the necessary recommendation to the General Manager.
11.3.6. Field Representative
Is the person in charge of company action at the scene of the accident.
In cases where a third-party Handling Agent represents the company for the respective
station, the Handling Agent will appoint a suitable employee from his staff to act in the
capacity of Field Representative. A Company official from AZAL may later replace such
acting Field Representative.
The following are responsible for the enforcement of the procedures and precautions to be
taken.
In case of an accident in a country where there is no representative, the Crisis Director
shall designate an office or person (for example: Representative of a neighbouring
country, a General Agent, etc) who shall travel to the location without delay.
In Azerbaijan it is the duty of every departmental manager to check regularly that all
personnel under their jurisdiction are familiar with these instructions insofar as they
concern the duties they way be expected to carry out in the event of an accident.
Each station shall prepare additional Local Instructions specifying the duties to be carried
out by everyone in case of accident. These Local Instructions shall include a complete list
of agencies and persons to be contacted in the event of an accident and shall be revised
at regular intervals. Two copies shall be forwarded to the Operations Control Centre.
At Outstations the Station Manager shall prepare the Local Instructions and Check List in
coordination with the other offices.
When preparing the Local Instructions, the existing Local Accident Organization shall be
carefully studied and integrated where applicable.

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11.3.6.1. Duties of the Field Representative

It should be borne in mind that most of the duties outlined below can only be effectively
carried out in co-operation with local Authorities and Agencies.
If circumstances are such that leadership is required, it should be assumed with tact. Co-
operation between all parties is the keynote at the scene of an accident.
11.3.6.2. Administrative Duties of the Field Representative
Establish a reliable communications link with the Accident Coordinator. This
communications link shall be so established that the Field Representative may at any time,
receive messages from the Accident Coordinator. The latter must be informed without
delay regarding the possibilities of communication, such telephone number, cable address
or other means of contact.
Compile necessary information for the preparation of the Preliminary Accident Message,
and pass this information without delay to the Accident Coordinator.
Arrange in close cooperation with the competent medical authorities and the relatives of
any victims for identification and transportation of bodies. Obtain the necessary death
certificates.
11.3.6.3. Technical Duties of the Field Representative
To compile necessary information for the preparation of the Preliminary Accident
Message, and pass this information without delay to the Accident Coordinator. (If the Field
Representative is not an engineer, he will seek the assistance of the Company local
technical agents).
Obtain from the aircraft, and retain in safe custody pending demand by the proper
government authorities, the following:
 Certificate of Maintenance
 Certificate of Registration
 Radio License
 Certificate of Airworthiness
 Aircraft Flight and Operations Manuals
 Technical Log
 Pilots Flight Report
 Aircraft Load Sheet
 Any other documents in the cockpit.
Make notes and sketches of weather conditions at time of location of and amount of any
ice accretion on aircraft.
Arrange for photos and sketches of the scene of the accident, aircraft, all pieces of
wreckage, and all ground contact marking other pertinent points of the accident.
Compile for transmittal to Accident Coordinator full details of damage sustained to aircraft,
nature of terrain and any other information considered necessary to enable salvage
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Ensure aircraft and/or wreckage adequately protected from the elements officially relieved
by other Company staff.
11.3.6.4. Duties of En-route Representative
Station Of Last Departure
The Station of last departure shall immediately dispatch signals to Operations Control and
to the Accident Manager, giving:
 The complete manifests (passenger, mail and cargo) and a list of addresses.
 Technical condition of the aircraft upon arrival.
 Technical condition of the aircraft prior to departure.
 Weather forecasts for the route, which were given to the crew by Local
Meteorological Office.
11.3.7. Emergency Response Plan
General
In order to ensure that there are clearly defined responsibilities and clearly defined
procedures within each station - an Emergency Reaction Plan is developed with specific
instructions for each station. Detailed and complete information is available in the
Emergency Response Manual and the Corporate Manual.
11.3.7.1. Purpose of Emergency Response Plans
The primary purpose of the Emergency Reaction Plan is to ensure the efficient
implementation of the security event procedures as detailed in this manual.
11.3.7.2. Format of Emergency Response Plans
These Reaction Plans must conform to the policy and procedures in the Corporate Manual
and the Emergency Response Manual so that the individual stations’ reaction is quick and
effective and operable even in the initial absence of key personnel.
11.3.7.3. Responsibility for Emergency Response Plans
The Security Manager is responsible for publishing the initial Emergency Reaction Plans
for each station. He is also responsible for the that revision of the existing Plans.
Each station is required to:
 Keep the Emergency Reaction Plan up to date through annual review, including the
Emergency contact list.
 Ensure that appropriate staff are fully aware of the Emergency Reaction Plan for
station and are familiar with the function they have within the plan.
11.3.8. Press Releases
Solely the Government Information Service will issue statements and events relating to
hijack or terrorist activity at an Azerbaijan Airport.
Personnel in AZAL are not authorized to issue any statements regarding a hijack or
terrorist activity involving a company aircraft at a Azerbaijan Airport until advised that the
critical stage of the event has passed.

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11.4. Verbal Notification to ATC

Certain incidents are required to be reported directly to the nearest appropriate air traffic
service.
They include ACAS Resolution Advisories (RA’s), bird hazards, dangerous goods
incidents and hazardous conditions.
11.4.1. Bird Hazards
The Captain of a flight shall immediately inform the local air traffic service unit whenever a
potential bird hazard is observed.
11.4.2. Dangerous Goods Incident
If an in-flight emergency occurs and the situation permits, the pilot-in-command should
inform the appropriate air traffic service unit of the dangerous goods on board the aircraft.
Wherever possible this information should include the proper shipping name and/or UN
number, the class/division and for Class 1 the compatibility group, any identified subsidiary
risk(s), the quantity and the location on board the aircraft. Where it is not considered
possible to include all the information, those parts thought most relevant in the
circumstances should be given.
11.4.3. Hazardous Conditions
A Captain shall notify the appropriate air traffic service unit as soon as practicable
whenever a potentially hazardous condition such as an irregularity in a ground or
navigational facility, a meteorological phenomenon or a volcanic ash cloud is encountered
during flight.
11.5. Written Report Procedures
AZAL personnel are required to submit a report certain types of incidents. These incidents
form part of the mandatory reporting system. This necessitates detailed regulation,
outlining who shall report and what shall be reported.
The SCAA requires specific routine reports to be submitted to them such as air traffic
incident, ACAS RA incidents, bird strikes and dangerous goods incidents. The primary
objective of these reports is to collect data with which to appraise risk. These reports are
therefore be monitored for any hazard information they contain.
11.5.1. Air Traffic Incident
Captain shall without delay notify the air traffic service unit concerned of the incident and
shall inform them of his intention to submit an air traffic incident report after the flight has
ended whenever an aircraft in flight has been endangered by:
Airprox – Concerns a near miss/collision with another flying device. It may or may not
involve the use of the TCAS/ACAS system of collision avoidance.
Procedural – Faulty air traffic procedures or lack of compliance with applicable procedures
by air traffic services or by the flight crew.
Facility – Concerns the failure or fault of any facility provided by ATC.
This is done by means of the Air Traffic Incident form. A copy will be held with the Flight
Safety Department and the original will be sent to SCAA.

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11.5.2. ACAS R/A Incident

In addition to the requirement for immediate verbal notification of an ACAS RA incident to
the appropriate ATS unit, following completion of the flight duty the Captain is required to
submit a written report of the incident. This is done by means of the Air Traffic Incident
form.
11.5.3. Bird Strike
If the Captain is aware that a bird strike has occurred, he shall submit a written bird strike
report after landing to the Authority whenever an aircraft for which he is responsible suffers
a bird strike that results in significant damage to the aircraft or the loss or malfunction of
any essential service.
11.5.4. Dangerous Goods Incident or Accident
If an in-flight emergency occurs and the situation permits, a Captain shall inform the
appropriate air traffic services unit of any dangerous goods on board. After the aircraft has
landed, the Captain shall, if the occurrence has been associated with and was related to
the transport of dangerous goods, file an Alarm Message form.
11.5.5. Unlawful Interference
Following the resolve of any unlawful interference (hijacking), the flight crew should
immediately submit a written report to the Authority in the State of the operator, the
nearest appropriate Authority (if not the Authority in the State of the operator), and any
other organisation required by the state or the operator to be informed. They should be
notified by the quickest means available and at least before the aircraft is moved, unless
exceptional circumstances prevent this.
Following any unlawful interference, the Captain will be called for a post-event briefing with
the Deputy Executive Director on Flight Operations - Flight Operations Director and
Security Manager. The Security Manager will complete the Unlawful Interference Final
Report form for submission to the SCAA.
11.6. Aircraft Pilot Security Check
This form is to be filled by the Flight Deck Crew prior to flights into or out of countries that
require it.
PILOT SECURITY CHECK
A) COCKPIT
*1 -Check all smoke goggles, smoke masks, headsets etc. stowage. Check waste
containers.
*2-Check area in front of rudder pedals.
*3-Check Pilots and Co-Pilots seats, including beneath seats, and all pockets.
*4-Check observers seat, including beneath seat and all pockets.
*5-Check Ships Library.
B) FUSELAGE
1-Check doors and NLG strut.

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2-External power receptacle areas, external servicing hatches

(Toilet water, pneumatic, fuel etc.)
*3-Open E & E compartment hatch.
*4-Check E & E compartment, including all racks.
5-Check area to left and right and in front of NLG wheel bay.
6-Open forward cargo compartment door. Check compartment.
7-Engine inlets and exhausts.
8-Check the Ram air inlets.
9-Check the Ram air exits.
10-Check MLG and MLG wheel bays.
11-Open aft cargo compartment door(s). Check compartment.
12-Check area aft of aft cargo compartment.
13-Check aft outflow valves.
14-Check generally the exterior of fuselage and empennage as visible from the ground.
15-Check refuelling panel during refuelling
16-View wing upper surfaces from cabin.
17-Airstairs and stowage areas.
Captain's Name F/O's Name Captain's Signature
11.7. Unruly Passenger Warning Card-Disruptive
FINAL WARNING
• You must not behave in a manner likely to cause concern to any passenger or crew!
• You must comply with all proper instructions of any crew member!
If you fail to comply, the Captain may decide to land the aircraft at the nearest available
location and off-load you; you will be liable for the diversion costs and your ticket will be
invalidated for further carriage.
On arrival, details of your conduct will also be reported to the police for possible
prosecution.
This notice is given by the Captain of this aircraft.
SON XƏBƏRDARLIQ
• Sərnişinləri və Uçuş Heyətini rahatsiz etməyin!
• Uçuş Heyətinin hər hansı birinin verəcəyi təlimatları dəqiq yerinə yetirin!
Əks təqdirdə Kapitan, ən yaxın hava limanında enib sizi orada düşürdə bilər. Buna çəkilən
xərclər sizdən tələb olunacaq və sizin bilet öz qüvvəsini itirəcək.
Bundan başqa, endikdən sonra sizin hərəkətləriniz barədə polisə xəbər veriləcək.
Bu xəbərdarlıq təyyarənin Kapitanı tərəfindən verilmişdir.

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11.8. Unrully Passenger Warning Card-Smoking
FINAL WARNING
You have been told not to smoke by the Cabin Crew and the "No-Smoking" sign is on.
If you smoke or attempt to smoke again, the Captain will request the Police to meet this
aircraft on arrival and your conduct will be reported to them for possible prosecution.
This notice is given by the Captain of this aircraft.
SON XƏBƏRDARLIQ
Sizə “Çəkmək olmaz” işarəsi ilə və Təyyarə Bələdçiləri tərəfindən xəbərdarlıq olunub ki,
təyyarədə tüstülətmək olmaz.
Əgər Siz təkrarən tüstülətsəniz ,yaxud buna cəhd etsəniz, Kapitan xahiş edəcək ki, biz
enərkən Sizi polis qarşılasın və müvafiq tədbirlər görülsün.
Bu xəbərdarlıq təyyarənin Kapitanı tərəfindən verilmişdir.
Refer to: Cabin Crew Handbook.

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Rules of the Air Date: 28-Dec-19
12. Rules of the Air

12.1. Introduction
This chapter represents an excerpt of the most important regulations presented under the
ICAO Annex 2. Furthermore, the Route Manual (Jeppesen Airway Manual) Chapter “Air
Traffic Control” also presents an excerpt of Annex 2 including the deviations from Annex 2
applicable for the individual countries (national deviations).
12.2. Visual Flight Rules
Except when operating as a special VFR flight. VFR flights shall be conducted so that the
aircraft is flown in conditions of visibility and distance from clouds equals to or greater than
those specified in the Table below.
Except when a clearance is obtained from an air traffic control unit. VFR flights shall not
takeoff or land at an aerodrome within a control zone, or enter the aerodrome traffic zone
or traffic pattern:
 When the ceiling is less than 1500ft, or
 When the ground visibility is less than 5km.
VFR flights between sunset and sunrise, or such other period between sunset and sunrise
as may be prescribed by the appropriate ATS authority, shall be operated in accordance
with the conditions prescribed by such authority.
Unless authorized by the appropriate ATS authority, VFR flights shall not be operated.
 Above FL 200
 At transonic and supersonic speeds.
ABCDE FG
Above 3000ft AMSL At and below 3000ft
Airspace Class or above 1000ft AMSL or 1000ft above
above terrain, terrain, whichever is
whichever is higher higher
Clear of cloud and in
Distance from cloud 1500m horizontally 300m vertically
sight of surface
8km at and above 10,000ft AMSL 5km
Flight Visibility 5km **
below 10,000ft AMSL
 When the height of the transition altitude is lower than 3050m (10,000ft) AMSL, FL
100 should be used in lieu of 10,000ft.
 When so prescribed by the appropriate ATS authority:
•Lower flight visibilities to 1500m may be permitted for flights operating:
 At speeds that, in the prevailing visibility, will give adequate opportunity to
observe other traffic or any obstacles in time to avoid collision; or
 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.

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Except when necessary for takeoff or landing, or except by permission from the
appropriate authority, a VFR flight shall not be flown:
 Over the congested areas of cities, towns or settlements or over an open-air
assembly of persons at a height less than 300m (1000ft) above the highest
obstacle within a radius of 600m from the aircraft,
 Elsewhere than as specified, at a height less than 150m (500ft) above the ground
or water.
Except where otherwise indicated in air traffic control clearances or specified the
appropriate ATS authority, VFR flights in level cruising flight when operated above 900m
(3000ft) from the ground or water, or a higher datum as specified by the appropriate ATS
authority, shall be conducted at a flight level appropriate to the track as specified in the
table of cruising levels.
A VFR flight operation within or into areas, or along routes, designated by the appropriate
ATS authority (e.g. “controlled VFR flights”) shall maintain continuous listening watch on
the appropriate radio frequency of, and report its position as necessary to the air traffic
services unit providing flight information service.
An aircraft operated in accordance with the visual flight rules that wishes to change to
compliance with the instrument flight rules shall:
 If a flight plan was submitted, communicate the necessary changes to be effected
to its current flight plan, or
 When so required, submit a flight plan to the appropriate air traffic services unit and
obtain a clearance prior to proceeding VFR when in controlled airspace
12.3. Instrument Flight Rules
12.3.1. Rules applicable to all IFR Flights
12.3.1.1. Aircraft Equipment
Aircraft shall be equipped with suitable instruments and with navigation equipment
appropriate to the route to be flown.
12.3.1.2. Minimum Levels
Except when necessary for takeoff or landing, or except when specifically authorised by
the appropriate authority, an IFR flight shall be flown at a level which is not below the
minimum flight altitude established by the State whose territory is overflown, or where no
such minimum flight altitude has been established:
 Over high terrain or in mountainous areas, at a level that is at least 600 m (2000 ft)
above the highest obstacle located within 8 km of the estimated position of the
aircraft;
 Elsewhere than as specified in a), at a level which is at least 300 m (1000 ft) above
the highest obstacle located within 8 km of the estimated position of the aircraft.
Note: The estimated position of the aircraft will take account of the navigational accuracy that can be
achieved on the relevant route segment, having regard to the navigational facilities available on the ground
and in the aircraft.

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12.3.1.3. Change from IFR Flight to VFR Flight

An aircraft electing to change the conduct of its flight from compliance with the instrument
flight rules to compliance with the visual flight rules shall, if a flight plan was submitted,
notify the appropriate air traffic services unit specifically that the IFR flight is cancelled and
communicate thereto the changes to be made to its current flight plan When an aircraft
operating under the instrument flight rules is flown in or encounters visual meteorological
conditions it shall not cancel its IFR flight unless it is anticipated and intended, that the
flight will be continued for a reasonable period of time in uninterrupted visual
meteorological conditions
12.3.2. Rules applicable to IFR Flights within Controlled Airspace
An IFR flight operating in cruising flight in controlled airspace shall be flown at a cruising
level, or, if authorised to employ cruise climb techniques between two levels or above a
level, selected from:
 The table of cruising levels (OM chapter 8)
 A modified table of cruising levels, when so prescribed for flights above FL290.
Except that the correlation of levels to track prescribed therein shall not apply whenever
otherwise indicated in air traffic control clearances or specified by the appropriate ATS
authority in Aeronautical Information Publications.
12.3.3. Rules applicable to IFR Flights outside Controlled Airspace
12.3.3.1. IFR Cruising Levels
An IFR flight operating in level cruising flight outside of controlled airspace shall be flown
at a cruising level appropriate to its track as specified in
 The table of cruising levels, except when otherwise specified by the appropriate
ATS authority for flight at or below 900 m (3000 ft) above mean sea level or
 A modified cruising level when so prescribed for flight above FL290
12.3.3.2. Communications
An IFR flight operating outside controlled airspace but within or into areas, or along routes,
designated by the appropriate ATS authority, shall maintain a listening watch on the
appropriate radio frequency and establish two-way communication, as necessary, with the
air traffic services unit providing flight information service
12.3.3.3. Position Reports
An IFR flight operating outside controlled airspace is required by the appropriate ATS
authority to:
 Submit a flight plan,
 Maintain a listening watch on the appropriate radio frequency and establish two-
way communication, as necessary, with the air traffic services unit providing flight
information service.

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12.4. Application of the Rules of the Air

12.4.1. Territorial application of the Rules of the Air
The Rules of the Air shall apply to aircraft bearing the nationality and registration marks of
a Contracting State, wherever they may be, to the extent that they do not conflict with the
rules published by the State having jurisdiction over the territory overflown.
Note: The Council of the International Civil Aviation Organisation resolved, in adopting Annex 2 in April 1948
and Amendment 1 to the said Annex in November 1951 that the Annex constitutes Rules relating to the flight
and manoeuvre of aircraft within the meaning of Article 12 of the Convention. Over the high seas, therefore
these rules apply without exception.
If, and so long as, a Contracting State has not notified the International Civil Aviation
Organisation to the contrary, it shall be deemed, as regards aircraft of its registration, to
have agreed as follows:
For purposes of flight over those parts of the high seas where a Contracting State has
accepted, pursuant to a regional air navigation agreement, the responsibility of providing
air traffic services, the “appropriate ATS authority” referred to in this Annex is the relevant
authority designed by the State responsible for providing those services
Note: The phrase “regional air navigation agreement” refers to an agreement approved by the Council of
ICAO normally on the advice of a Regional Air Navigation Meeting.
12.4.2. Compliance with the Rules of the Air
The operation of an aircraft either in flight or on the movement area of an aerodrome shall
be in compliance with the general rules and, in addition, when in flight, either with.
 The visual flight rules, or
 The instrument flight rules
12.4.3. Responsibility for Compliance with the Rules of the Air
The pilot-in-command of an aircraft shall, be responsible for the operation of the aircraft in
accordance with the rules of the air, except that the pilot-in-command may depart from
these rules in circumstances that render such departure absolutely necessary in the
interests of safety.
12.4.3.1. Pre Flight Action
Before beginning a flight, the pilot-in-command of an aircraft shall become familiar with all
available information appropriate to the intended operation pre-flight action for flights away
from the vicinity of an aerodrome, and for all IFR flights shall include a careful study of
available current weather reports and forecasts, taking into consideration fuel
requirements and an alternative course of action if the flight cannot be completed as
planned.
12.4.4. Authority of the Pilot in Command
The Pilot-In-Command shall have final authority as to the disposition of the aircraft while in
command.
12.5. Communication Procedures
An aircraft operated as a controlled flight shall maintain continuous listening watch on the
appropriate radio frequency of, and establish two-way communication as necessary with

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the appropriate air traffic control unit, except as may be prescribed by the appropriate ATS
authority in respect of aircraft forming part of aerodrome traffic at a controlled aerodrome.
Note: SELCAL or similar automatic signalling devices satisfies the requirement to maintain a listening watch.
12.5.1. Communication with ATC
Incidents and accidents have occurred in which a contributing factor has been
misunderstanding caused by wrong use of communication equipment/phraseology. The
standard for aeronautical operations was laid down by ICAO in its 1944 Chicago
convention. Most of the standards for Communication (equipment, standards and
procedures) are laid down in Annex 10 Vol. 2 to the convention.
The following provides instructions to Flight Crew regarding the proper use of
communication equipment/frequencies, standard phraseology, clarification, and
acceptance of ATC clearances.
These procedures apply to all flight crew:
• Both pilot shall use standart phraseology for clear and unambiguous pilot-controller
communication.
• If confusion of callsign, Blocked transmission, Readback/Hearback errors have been
occured, pilots should request confirmation from the controller immediately.
• Pilots shall report the cleared flight level at first contact with ATC, unless specifically
requested not to do so by ATC.
12.5.2. Responsibility
Pilot-in-Command is responsible:
 For final acceptance of an ATC clearance in lieu with 12.5.3.3 below;
 To report all hazardous flight conditions to appropriate ATC without delay;
 to ensure reporting to ATC in lieu with 12.5.3.4 below.
PNF is responsible for direct communication with ATC.
Both pilots are responsible for following the received and acknowledged clearances and
instructions.
12.5.3. Procedures
PNF is conducting the radio communications with the ATC while PF is monitoring.
12.5.3.1. Communication Technique
12.5.3.1.1. Listening
Before transmitting check that the receiver volume is set and listen to make sure you do
not interrupt another transmission.
12.5.3.1.2. Headset and Microphone
Each flight crew member required to be on flight deck duty shall wear the headset with
boom microphone or equivalent required by JAR-OPS 1.650(p) and/or 1.652(s) and use it
as the primary device to listen to the voice communications with Air Traffic Services:
on the ground:
 when receiving the ATC departure clearance via voice communication,

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 when engines are running,

 in flight below transition altitude or 10,000 feet, which ever is higher, and
 whenever deemed necessary by the commander.
The boom microphone or equivalent shall be in a position which permits its use for two-
way radio communications.
Do not vary the distance from the microphone, when speaking. Distortion will result from:
 talking too close to the microphone;
 touching the mike with the lips;
 holding the boom of the microphone.
You should depress transit switch before speaking and do not release it until you finish.
12.5.3.1.3. Voice
Use a normal conversation tone and pronounce clearly. Maintain the speaking volume at
constant level.
12.5.3.1.4. Rate of Speech
The correct rate of speech is about 100 words per minute. Slower rate of speech could be
used to ensure the clarity of the message to receiver (first call, non-standard request, the
information needs to be written down, etc.).
12.5.3.1.5. Abbreviations
Some abbreviations, which by common and frequent use are understood, need not be
spelled out e.g. ILS, VOR, NDB, Q-CODES (QFE, QNH, QDR,).
12.5.3.1.6. Long Messages
If you have a long message, pause occasionally. This allows time to check that the
frequency is still clear and gives time for receiver to request repetition or clarification of
parts not received.
12.5.3.1.7. Normal Frequencies Setting
VHF station Nr. 1 should be set to current ATC or appropriate frequency in airspace
without ATC coverage. VHF station Nr. 2 normal settings are:
 OCC/handling company - on the ground and when within the coverage in the air;
 121.5 MHz - during the cruise;
 ATIS/VOLMET, OCC/handling, de-icing etc., when needed.
12.5.3.2. Standard Phraseology
In some circumstances it could be difficult to hear clearly what is said over radio. Perhaps
the aircraft is noisy, or the reception is poor, or there may be words that sound similar and
could be confused.
The use of correct and precise standard phraseology in communication between pilots and
ground personnel is vitally important.

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12.5.3.2.1. Letters
The standard alphabet has a phonetic pronunciation for each letter. A word should be spelt
whenever it's meaning is not clear technically or when using words, names or
abbreviations of which the spelling is doubtful.
12.5.3.2.2. Numbers
Similarly numbers must also be said precisely especially when discussing height, altitudes
or flight levels. Any confusion could easily be deadly. Numbers used to describe Altitude,
Height, Visibility and RVR which contain whole HUNDREDS or THOUSANDS use
"Hundred" and "Thousand", otherwise single digits e.g. Squawk 6500 - "Squawk six fife
zero zero".
12.5.3.2.3. Standard Words and Phrases
Whenever possible use standard words and phrases. List of these words and phrases can
be found in Radiotelephony Manual in civil aviation of Azerbaijan Republic.
12.5.3.2.4. Call Signs
AZAL flights normally use callsigns consisting of the company designator, or ‘’Azerbaijan’’
and the flight number - "AZAL XXXX", or ‘’Azerbaijan XXXX’’.
However ICAO registered AZAL callsign is "AHY" that could be used by controllers (and
respectively by the crew) in the areas where AZAL is not well known yet.
On initial contact use the full call sign of the station you are speaking to followed by your
full call sign.
Aircraft call sign shall be stated in every transmission:
 at the beginning upon initial contact or request, or
 at the end of the read back.
12.5.3.2.5. Read Back
The crew shall read the ATC messages listed below back in full:
 Level, Heading, Speed Instructions
 ATC Route Clearances or other conditional clearances
 Runway-in-use
 Clearance to Enter, Land on, Takeoff, Back-track, Cross, Hold Short of active
runway
 SSR operating Instructions
 Frequency changes
 Altimeter settings.
12.5.3.3. Acceptance of ATC clearances
The Pilot-in-Command is responsible for the safety of the flight. No ATC instructions and
clearances shall be accepted if they could affect or reduce the safety of the flight (for
example, use of unserviceable facilities/equipment, use of unauthorized/ unpublished
procedures, change to VFR, flight below safe altitude not in accordance with the
instrument departure/approach procedure, accelerating/reducing beyond speed limitations,
etc.). ATC shall be informed immediately and new clearance will be provided.

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If either pilot is unsure that the received clearance or read back has been correctly heard
or communicated or whether it is correct, then the flight crew shall request clarification of
the clearance by using the term "Confirm" Clarification is particularly significant when
terrain clearance is involved.
12.5.3.4. Reporting
The flight crew shall use the following mandatory reports to ATC:
(ICAO PANS RAC- Doc. 4444)
12.5.3.4.1. Routine air-Reports
 Positional information (heading, FL, frequency, route/waypoint changes)
 Operational information (instructions for holding short of a runway)
 Meteorological information
12.5.3.4.2. Special air-Reports
The following hazardous flight conditions are encountered or observed:
 Severe turbulence or icing;
 Thunderstorm;
 Heavy dust storm or sandstorm;
 Volcanic activity or ash cloud.
12.5.3.4.3. Air traffic Incident Report
For incidents specially related to the provision of air traffic services such as:
 Aircraft proximity;
 Starting manoeuvre in ace to ACAS Resolution Advisory;
 Faulty procedure;
 Non-compliance with procedures;
 Failure of ground facility.
In addition, any in-flight abnormality on board the aircraft that could cause deviation from
the flight plan/issued clearance as well as require a certain assistance from ATC to
particular aircraft or other traffic in distress shall be reported to ATC immediately.
12.5.3.4.4. Flight Location Prosedures and Report.
To define the flight location of the Aircraft AZAL obliges its air crews to establish radio
contact on hourly basis with ATC Stockholm-Radio (5541/8930/11345/13342/17916)
during flights, in case of ACARS and SATCOM system absence. The PIC flight report
shall include: -Aircraft number,location of aircraft, status of mission, any remarks
deemed appropriate by the PIC. The Stockholm-Radio shall transmit all these info to
AZAL OCC as soon as possible.In the absence of information regarding the Aircraft upon
expiration of 20 minutes period from the estimated time of the report, OCC Service shall
establish telephone communication with Stockholm-Radio in order to define the situation.
In the absence of information regarding the Aircraft from all existing sources
(NavTech,AZAL representation, Stockholm-Radio, ATC) OCC service shall inform
appropriate service thereof in order to take necessary actions.

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12.5.4. Communication Failure

In case of a radio failure, the aircraft shall comply with the radio communication failure
procedures of ICAO Annex 10, Volume II and with such of the following procedures which
are appropriate. In addition, the aircraft when forming part of the aerodrome traffic at a
controlled aerodrome, shall keep a watch for instructions that may be issued by visual
signals.
In case of COM failure ATC will maintain separation based on the assumption that the
aircraft having COM failure will proceed as follows:
a) In VMC:
1) set squawk 7600,
2) continue in VMC and land at nearest suitable aerodrome,
3) report to the appropriate ATS by the most expeditious mean.
b) In IMC or if flight cannot be completed according to a):
1) set squawk 7600,
2) maintain last assigned speed and level or MFA, if higher, during 7 min from
• Flight Level is reached, or
• Previous pilot estimate CRP, or
• Time of failed report CRP, or
• 7600 is set,
whichever is later.
3) Adjust level and speed according with the filed Flight Plan (FPL). If radar vectored or
under RNAV, proceed in the most direct manner possible to rejoin the current FPL route
not later than the next significant point, taking into consideration the MFA.
4) Proceed according to the current flight plan to the NAV aid serving aerodrome, of
intended landing and hold until commencement of descent.
Definition:
Current flight plan - The flight plan including changes, if any, brought about by subsequent
clearances.
5) Commence descent as closely as possible to Expected Approach time (EAT), or if no
EAT acknowledged, as closely as possible to Estimated Time of Arrival (ETA).
6) Complete normal instrument APCH Proc.
7) Land, if possible, within 30 MIN after ETA of last acknowledged EAT whichever is later.
Note: State variations to the ICAO Basic Procedures are specified in the Jeppesen Route Manual, section
Emergency.
12.5.5. Unlawful Interference
Any aircraft, which is being subjected to unlawful interference, shall endeavour to notify the
appropriate ATS unit of this fact, any significant circumstances associated therewith and
any deviation from the current flight plan necessitated by the circumstances in order to

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enable the ATS unit to give priority to the aircraft and to minimise conflict with other
aircraft.
12.5.6. Actions to be taken by the crew in case of aircraft suffers
distress
 If an aircraft performing a flight is in danger of or is in distress or has suffered
distress, the Aircraft Commander must take measures for the preservation of passengers’
life and health, as well as the A/C itself and the property on board.
 In all emergency situations that threaten the safety of the flight, the crew must give
distress signal in accordance with Appendix 2. Simultaneously, distress signal of the
identification equipment must be switched on.
 The unified distress signal is set for the entire world aviation and is transmitted via
radiotelegraphy with "SOS" letters, via the radiophone - in plain language "MAYDAY", in
international operations - by "MAYDAY." All signals are sent only at the direction of the
Pilot in Command.
 Distress signals are transmitted on the channel frequency of ATC in use at the
time of disaster, as well as on international emergency frequencies of 121.5 MHz, in
radiotelephony mode; when requesting assistance from the maritime services at
frequencies of 2182 kHz or 4125 kHz in radiotelephone mode.
 In order to provide timely assistance to the crew and passengers of aircraft in
distress, round-the-clock listening of VHF communication channel is organized in district
centers and sub centers of the Air Traffic Control (ATC) of the world on the frequency of
121.5 MHz
 The crew of any aircraft, when receive distress signals, should notify the ATC
thereof and continue to monitor the information transfer on this frequency.
 Urgency signal is sent via radiotelegraphy by "'ЬЬЬ'' letters, and by radiophone
with the word "PAN", alarm signal is transmitted via radiotelegraph by "TTT" letters, and
via radiophone – with the word "SECURITY".
 Relay of Messages from other aircrafts on the same frequency, not caused by
state of emergency, can be temporarily disallowed prior to dispatcher’s special direction.
 If as a result of measures taken by the crew for disaster prevention, the crew
became confident as for the safety of further flight to the aerodrome, it shall immediately
inform the ATC that the danger has passed (Appendix 2).
 Upon coming to the decision to make an emergency landing outside an
aerodrome, the aircraft Commander shall warn all the crew members thereof and instruct
them on further actions to be taken.
 During emergency landing, until landing (water touchdown) the crew shall carry on
radio traffic with ground-based (ship) radio stations, and during the intervals shall hold the
transmitters switched on (with the button pressed).
 Means of automatic transmission of direction finding signals, if any, must be
constantly switched on.
 In the event of disaster the aircraft Commander shall abandon A/C the last.

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12.5.6.1. The crew of the aircraft which performed emergency

landing out of base aerodrome shall:
 immediately arrange the evacuation of the passengers to a place of safety;
 arrange first aid to injured passengers;
 identify or clarify the location;
 Activate the ELT and arrange communication with the nearest aerodrome, ATC
unit or with aircraft by means of emergency radio station.
In case of fire after emergency landing the crew must:
 arrange immediate passenger evacuation from the aircraft at the distance of at least
100 m;
 withdraw the radio emergency installation, first aid kit and products and take proper
actions to extinguish the fire.
 The crew shall be aware that search and rescue operations are being conducted
and take necessary actions to assist in reducing the time of searching and detection
of emergency.
Decision to stay or leave the emergency landing area is made by aircraft
commander.
It is recommended to stay at the emergency landing area in the following cases:
 “SOS” signal or information on the site of occurrence is transmitted by the crew
from the air or after landing (regardless of confirmation on receiving of signal or
information)
 the location is not clarified, the place is unknown and difficult terrain is adverse
(mountain, forest, deep snow, swamp, etc.), direction to nearest place or distance it
is unknown
 part of passengers and crew members suffered from injuries cannot move without
assistance and number of people is not sufficient to transport them
 the emergency place is open and easily identifiable from air
After decision to stay, the Aircraft Commander (crew member) shall:
 prepare all available communication and alarming means;
 arrange for 24 hour air and surrounding surveillance to ensure timely signaling to
rescue teams and on-land troops;
 perform, if possible, the reconnaissance to find field suitable for landing of search
plane;
 arrange for care for sick and injured;
 to do inventory to available property, equipment, food and water reserves and set
the consumption norm;
 arrange for building of a shelter to people;
 arrange for finding food and water, using local opportunities (hunting, fishing, plant,
cherry and mushroom collection, etc.);
 undertake prevention activities to prevent diseases and poisoning.

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leaving emergency landing location is recommended in following cases:

 location is known and there is possibility to reach nearest settlement without
difficulties;
 people can walk and transport injured;
 aircraft and passengers inside cannot be detected due to dense flora and there are
no signaling means;
 there is direct threat to the health of passengers due to disasters (fire, flood).
After decision to leave emergency landing are crew Commander shall:
 set the movement direction, mark it on map and calculate stages of movement;
 select and prepare property and equipment, required for ensuring autonomous
living in abandoned places;
 prepare injured to transportation or unassisted movement;
 distribute food and water, set daily norms to food and water consumption with
assumption of maximal duration of use;
 leave at landing location information on route of movement and health status of
passengers. At the place of accident mark the movement direction (put an arrow).
12.5.6.2. In case of emergency landing on water passengers can
leave aircraft only after the complete stop of aircraft and
based on command of Commander. After leaving the
aircraft on water:
 the crew members and passengers shall put on life vests and activate inflation
system after leaving the aircraft;
 sink group rescue swimming craft (rafts) on water;
 redirect everybody from aircraft to rafts; injured and children in first order;
 load all food, water and equipment on to rafts;
 swim away from aircraft to safe distance (at least 100 m), before it starts to sink;
 crew members on different rafts are to swim closer to each other and to bind them
(two-three rafts together) halliards by 8-10 m.
After moving to raft the crew Commander shall:
 check the availability of crew members and passengers and if somebody is missing,
arrange for their search;
 determine location and mark on map the place where aircraft sunk;
 prepare emergency radio transmission and alarm signaling means;
 arrange for first aid to injured;
 calculate water and food reserves and set daily consumption norms;
 arrange for daily duties on rafts to observe water and air and conditions of raft(s).
If in case of actions taken to prevent accident crew gained confidence on safe
continuation of the flight till destination, all troops get information accordingly
(“cancel” command).

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12.5.7. Organization and Conduct of Rescue Operations in the

Territory and in the Area of Aerodrome
Rescue operations are organized and conducted in the following cases:
 receiving the message on the impending landing of an aircraft in distress;
 Flight accident;
 Near accidents, if required evacuation of the aircraft;
 rendering of assistance to the population in case of natural disasters;
 at the request of other organizations and agencies in accordance with the plan of
cooperation;
 at the direction of the commander (chief) of the CA enterprise or its superior officer.
Direct management over the emergency and rescue operations in the territory and area of
terminal is assigned to deputy heads of enterprises on flight operations organization, shift
deputy heads of the airports. Where there is no shift airport manager before the arrival of
the airline management, search and rescue operation are to be organized by SD (Senior
Dispatcher).
Depending on the situation, the calculations of rescue team are subject to the
following alerts:
 "Alarm" - when the accident occurred unexpected or when there is less than 30
minutes before the expected landing of an aircraft in distress at the aerodrome;
 "Readiness" - when there is 30 minutes or more before the expected landing of an
aircraft in distress at the aerodrome.
To perform rescue operations in the territory and area of terminal each shift of the airport
has a rescue team, actions of which are determined by special instructions.
12.6. Interception
Interception of civil aircraft shall be governed by appropriate regulations and administrative
directives issued by Contracting States in compliance with the Convention on International
Civil Aviation.
The Pilot-In-Command, when intercepted, shall interpret and respond to visual signals
specified in the table below.

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Signals initiated by intercepting aircraft and responses by intercepted aircraft:

INTERCEPTING Aircraft INTERCEPTED Aircraft
Series Meaning Meaning
Signals Response
DAY or NIGHT-Rocking
aircraft and flashing
navigational lights at irregular
intervals (and landing lights in
the case of a helicopter) from
a position slightly above and
ahead of, and normally to the
left of, the intercepted aircraft
and, after acknowledgement a You have DAY or NIGHT – Flashing
slow level turn normally to the been aircraft navigational lights at Understood
1
left on the desired heading. intercepted. irregular intervals and Will comply
Note 1: Meteorological conditions or Follow me. following.
terrain may require the intercepting
aircraft to reverse the positions and
direction of turn given above in
Series 1.
Note 2: If the intercepted aircraft is
not able to keep pace with the
intercepting aircraft the latter is
expected to fly a series of racetrack
patterns and to rock the aircraft each
time it passes the intercepted aircraft.
DAY or NIGHT - An abrupt
break-away manoeuvre from
the intercepted aircraft
You may DAY or NIGHT – Rocking the Understood
2 consisting of a climbing turn of
proceed. aircraft Will comply
90 degrees or more without
crossing the line of flight of the
intercepted aircraft.
DAY or NIGHT – Lowering
landing gear (if fitted), showing
DAY or NIGHT – Lowering steady landing lights and
landing gear (if fitted), showing Land at this following the intercepting Understood
3
steady landing lights and over- aerodrome. aircraft and & if after over-flying Will comply
flying runway in use the runway in use, landing is
considered safe, proceeding to
land

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Actions by Intercepted Aircraft

An aircraft that is intercepted by another aircraft shall immediately
 Follow the instructions given by the intercepting aircraft, interpreting and
responding to visual signals of the table below.
 Notify, if possible, the appropriate air traffic services unit.
 Attempt to establish radio communication with the intercepting aircraft or with the
appropriate intercept control unit, by making a general call on the emergency
frequency 121.5Mhz giving the identity of the intercepted aircraft and the nature of
the flight.
 Select transponder Mode A, Code 7700 unless otherwise instructed by the
appropriate air traffic services unit
If any instructions received by radio from any sources conflict with those given by the
intercepting aircraft by visual signals, the intercepted aircraft shall request immediate
clarification while continuing to comply with the visual instructions given by the intercepting
aircraft.
Signals initiated by intercepting aircraft and responses by intercepted aircraft
INTERCEPTED Aircraft INTERCEPTING Aircraft
Series Meaning Meaning
Signals Signals
DAY or NIGHT - If it is desired
that the intercepted aircraft
follow the intercepting aircraft to
DAY or NIGHT – Raising an alternate aerodrome, the Understood.
landing gear (if fitted) and intercepting aircraft raises its Follow me.
Aerodrome you
flashing landing lights landing gear (if fitted) and uses
have
4 while passing over the Series I signals prescribed
designated is
runway in use If unable to for intercepting aircraft
inadequate
flash landing lights, flash If it is decided to release the
any other lights available. intercepted aircraft the Understood.
intercepting aircraft uses the You may
Series 2 signals prescribed for proceed
intercepting aircraft.
DAY or NIGHT – Regular
switching on and off of all
DAY or NIGHT – Use Series 2
available lights but in Can not
5 signals prescribed for Understood
such a manner as to be comply
intercepting aircraft.
distinct from flashing
lights.
DAY or NIGHT – Irregular DAY or NIGHT – Use Series 2
6 flashing of all available In distress signals prescribed for Understood
lights. intercepting aircraft.

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12.7. Signals
Distress and Emergency Signals, including those to warn an unauthorised VFR aircraft in
or about to enter a restricted, prohibited or danger area, are described in the (Jeppesen)
Route Manual. Also includes ground/air codes for use by survivors, description and use of
signal aids.
12.8. Time System used in Operation
Co-ordinated Universal Time (UTC) shall be used and shall be expressed in hours and
minutes of the 24-hour day beginning at midnight.
A time check shall be obtained prior to operating a controlled flight and at such other times
during the flight as may be necessary.
Note: Such time check is normally obtained from an air traffic services unit unless other arrangements have
been made by the operator or by the appropriate ATS authority.
12.9. ATC Clearances, Adherence to Flight Plan
Aircraft shall adhere to the current flight plan or the applicable portion of a current flight
plan submitted for a controlled flight unless a request for a change has been made and
clearance obtained from the appropriate air traffic control unit, or unless an emergency
situation arises which necessitates immediate action by the aircraft, in which event as
soon as circumstances permit, after such emergency authority is exercised, the
appropriate air traffic services unit shall be notified of the action taken and that this action
has been taken under emergency authority.
Unless otherwise authorised or directed by the appropriate air traffic control unit, controlled
flights shall, in so far as practicable:
 When on an established ATS route, operate along the defined centreline of that
route; or
 When on any other route, operate directly between the navigation facilities and/or
points defining that route.
Subject to the overriding requirement above, an aircraft operating along an ATS route
segment defined by reference to very high frequency Omni-directional radio ranges shall
change over for its primary navigation guidance from the facility behind the aircraft to that
ahead of it at, or as close as operationally feasible to, the change-over point, where
established. Deviation from the requirements above shall be notified to the appropriate air
traffic services unit.
12.9.1. Inadvertent Changes
In the event that a controlled flight inadvertently deviates from its current flight plan the
following action shall be taken:
 Deviation from track: if the aircraft is off track, action shall be taken forthwith to
adjust the heading of the aircraft to regain track as soon as practicable
 Variation in true airspeed: if the average true airspeed at cruising level between
reporting points varies or is expected to vary by plus or minus 5 per cent of the true
airspeed, from that given in the flight plan, the appropriate air traffic services unit
shall be so informed.
 Change in time estimate: if the time estimate for next applicable reporting point,
flight information region boundary or destination aerodrome, whichever comes first,

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is found to be in error in excess of three minutes from that notified to air traffic
services, or such other period of time as is prescribed by the appropriate ATS
authority or on the basis of air navigation regional agreements, a revised estimated
time shall be notified as soon as possible to the appropriate air traffic services unit.
12.9.2. Position Reports
Unless exempted by the appropriate ATS authority or by the appropriate air traffic services
unit under conditions specified by that authority, a controlled flight shall report to the
appropriate air traffic services unit, as soon as possible, the time and level of passing each
designated compulsory reporting point, together with any other required information
Position reports shall similarly be made in relation to additional points when requested by
appropriate air traffic services unit. In the absence of designated reporting points shall be
made at intervals prescribed by the appropriate ATS authority or specified by the
appropriate air traffic services unit.

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Leasing Date: 28-Dec-19
13. Leasing
For the time being AZAL does not involve in leasing operations. This chapter is
provided for information and future use.
13.1. Terminology
Dry Lease:
If the aircraft is operated under the AOC of the lessee.(Without Crew)
Wet Lease:
If the aircraft is operated under the AOC of the lesser. (With Crew)
JAA Operator:
An operator certificated under JAR-OPS Part 1 by one of the JAA Member States.
13.2. Leasing of Aircraft with JAA Operators
13.2.1. Wet lease-out
AZAL Airlines shall remain the operator of the aircraft when providing an aircraft and
complete crew to another JAA operator, and retaining all the functions and responsibilities
prescribed in the AZAL AOC.
13.2.2. All Leases Except Wet Lease-Out
Except as provided by subparagraph 13.2.1 above, AZAL, when utilising an aircraft from,
or providing it to, another JAA operator, will obtain prior approval for the operation from
SCAA. Any conditions, which are part of this approval, must be included in the lease
agreement.
Those elements of lease agreements which are approved by the SCAA, other than lease
agreements in which an aircraft and complete crew are involved and no transfer of
functions and responsibilities is intended, are all to be regarded, with respect to the leased
aircraft, as variations of the AOC under which the flights will be operated. At least 15 days
before the operation, AZAL will inform the SCAA to acquire the approval.
13.3. Leasing of Aircraft with a non JAA Operator
13.3.1. Dry Lease-in
AZAL shall not dry lease-in an aircraft from an entity other than a JAA operator, unless
approved by the SCAA. Any conditions, which are part of this approval, must be included
in the lease agreement.
AZAL shall ensure that, with regard to aircraft that are dry leased-in, any differences from
the requirements prescribed in AAR-OPS1, Subparts K, L, and/or JAR-25, are notified to
and are acceptable to the SCAA. At least 15 days before the operation, AZAL will inform
Azerbaijan SCAA to acquire the approval.
13.3.2. Wet Lease-in
Prior Authority approval is required when wet leasing – in an aircraft from any entity other
than a JAA operator. For this approval the company must prove that:
 The safety standards of the Lessor with respect to maintenance and operation are
equivalent to JAR's;

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 The Lessor is an operator holding an AOC issued by a State which is a signatory to

the Chicago Convention;
 The aircraft has a standard Certificate of Airworthiness issued in accordance with
ICAO, Annex 8.
 Duration of Wet Lease contract should not exceed 6 months.
Standard Certificates of Airworthiness issued by a JAA Member State other than the State
responsible for issuing the AOC, will be accepted by the Authority when:
 Issued in accordance with JAR-21; and Any JAA requirement made applicable by
the lessee's Authority is complied with.
13.3.3. Dry lease-out
The company may dry lease – out an aircraft for the purpose of commercial transport to
any operator of a State, which is a signatory to the Chicago Convention provided:
 The Authority has exempted the company from the relevant provisions of JAR OPS
1;
 The Authority has removed the aircraft from the company's AOC;
 The foreign Authority has accepted in writing to take over the responsibility for
surveillance of the maintenance and flight operations of the aircraft;
 The lessee maintains the aircraft according to an approved maintenance program.
13.3.4. Wet lease-out
When providing an aircraft with complete crew to another operator and retaining all the
functions and responsibilities connected to the AOC, AZAL shall remain the operator.
13.4. Leasing of Aircraft at Short Notice (Sub-charter)
If the company is faced with an immediate, urgent and unforeseen need for a
replacement aircraft, the approval may be deemed to have been given provided that:
 The Lessor is an operator holding an AOC issued by a State which is a signatory to
the Chicago Convention; and
 The lease - in period does not exceed 3 consecutive days; and
 The Authority is immediately notified of the use of this JAR provision.
13.5. Leasing Procedures
When making arrangements for the wet leasing out of aircraft the PAC shall require
participation of the following departments for information relating to:
 Flight Operations:
• Flight/cabin crewing and crew qualification requirements, daily allowances, hotel
and transportation requirements.
• Flight Operations Support Department – For coordination with the Flight
Operations, Ground Operations and Maintenance departments.
• Operations Control Centre – individual supervision of flight and flight planning
requirements.
 Maintenance:

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• agreement held between the lessee and lesser as to the responsible party in
providing maintenance facilities, crews and equipment.
 Commercial Department:
• Aircraft routes and aerodromes to be flown.
 Ground Operations:
• Individual supervision of flight and flight planning requirements.
13.6. Management Responsibilities
SCAA, as the governmental representative, has the overall authority for ensuring any
operation complies with legal requirements, however they can delegate this responsibility
to the lessee’s governmental authority.
PAC has the overall responsibility to ensure individual departments are aware of who has
operational control at any point in time. This responsibility over each department shall
preferably be delegated to the lessee, however, if any lessee’s department is found
unsuitable, it shall be maintained and controlled by AZAL.

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Annex Date: 22-Dec-20
14. Annexes
14.1. Highlights and Changes for winter 2020-2021
CHANGED FROM PREVIOUS YEAR
The principal changes from the previous year are briefly indicated herein.
CHANGED FROM PREVIOUS YEAR

The principal changes from the previous year are briefly indicated herein.
Holdover Time Tables
• The HOT guidelines for ABAX ECOWING 26 have been removed.
• The holdover times (HOTs) for LNT E450 below -18 to -22.5°C have been modified, and
the HOTs below -22.5°C have been removed as a result of a change to the LOUT and new
HOTs being calculated.
• Some Type II active frost holdover times (HOTs) have been reduced following additional
research with fluids that have come in to the guidelines in recent years.
Supplemental Guidance
• The list of fluids (Tables 43, 44, 45 and 46) has been updated to reflect the latest
information available on all de/anti-icing fluids. Notes have been renumbered to follow a
sequential order.
• Two viscosity methods have been removed from the notes and cautions page following
the list of fluids as a result of fluids being removed and those methods no longer being in
use. The remaining viscosity methods have been re-lettered.
• Minor editorial changes have been made to all fluid application tables.
• A new caution has been added to all fluid application tables that applies when deicing
with a Type I fluid.
• Editorial changes were made to the caution related to wing skin temperature in all of the
fluid application tables.
• The following guidance has been added to N8900.xxx as section 13.a) Starting and
Stopping the HOT Clock:
Once the HOT time clock has been started it must not be stopped for intermittent
precipitation. Intermittent precipitation conditions, during ground icing operations, are a
common occurrence at some airports. As precipitation falls on an aircraft that has been
anti-iced, the fluid is being diluted. The more diluted the fluid becomes, the more readily it
flows off the aircraft, and the higher the freezing point becomes. Even if the precipitation
stops falling, the diluted fluid will continue to flow off the aircraft due to gravity. There is no
practical way to determine how much residual anti-icing fluid is on the wing under these
circumstances. HOT values under these conditions have not been assessed. Therefore,
after the anti-icing HOT clock has been started, it must not be stopped. HOT credit cannot
be given due to the fact that the precipitation has temporarily stopped falling.

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UNCHANGED FROM PREVIOUS YEAR

Holdover Time Tables
• No fluid-specific HOT guidelines have been created for new fluids as a result of testing
not being completed in 2019-20 due to facility closures caused by the Covid-19 pandemic.
• The Type I HOT guidelines are unchanged.
• The Type III HOT guidelines are unchanged.
Allowance Times Tables

• The Type III and Type IV allowance times tables are unchanged.
ACTIVE FROST HOLDOVER TIMES. The lowest temperature band in the Type I portion
of the active frost table has been changed from “below -21 to -25 ºC” to “below -21 to -
25ºC or LOUT.” This change has been made to indicate that the Type I active frost
holdover times can be used at temperatures below -25ºC as long as the LOUT is not
exceeded. Type I fluid LOUT’s are listed in Table 7.1.
SNOWFALL VISIBILITY TABLE. Table 1C, Snowfall Intensities as a Function of
Prevailing Visibility, has been modified from last year.
The snow intensity in the cell for night, temperature < -1 ºC, and visibility 1 mile has been
changed to moderate. The intensity in the cell for day, temperature > -1 ºC, and visibility 1
mile has also been changed to moderate.
New columns have been added for visibility 1 ½ and 1 ¾ mile. With these columns added,
the table now provides snow intensities for all visibilities that are reported in the METARS
in the United States.
FLUID APPLICATION PROCEDURES Wording was added to Tables 1B and 5 with
respect to the time interval between the first and second step fluid applications. Wording
was added to Table 1B to clarify that the minimum fluid application quantities and
temperature apply to all conditions, including active frost.
ICE PELLET ALLOWANCE TIMES. The Ice Pellet Allowance Time (Table 9) values are
unchanged for 2012-13. However, clarification added to the Ice Pellet Allowance Times
section to identify additional precipitation conditions where OAT must not decrease.
EARLY FLUID FAILURE ON EXTENDED SLATS AND FLAPS. Additional research was
conducted on this subject during the winter period. Research has determined that fluid
degradation may be accelerated by the steeper angles of the flaps/slats in the takeoff
configuration. The degree of potential degradation is significantly affected by the specific
aircraft design. Further research is anticipated to characterize the extent of the effect on
the Holdover Times and Allowance times. The CAA advises all operators to review their
policies and procedures in light of this information to assure appropriate consideration.
LOWEST OPERATIONAL USE TEMPERATURE (LOUT) TABLE. Lowest Operational
Use Temperature (LOUT) information for Type I, II, III and IV fluids has been updated with
revised information for some fluids. Information has also been added for new fluids and
deleted for obsolete fluids. This information has been derived by the CAA based on data
provided by the fluid manufacturers. The LOUT information can be found in Table 7.

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Contact the fluid manufacturer if further clarification with respect to the information in these
tables is required.
The Lowest Operational Use Temperature, or LOUT is the lowest temperature at which a
de-/anti-icing fluid will adequately flow off aircraft critical surfaces and maintain the
required anti-icing freezing point buffer which is 7 ºC (13 ºF) below outside air temperature
(OAT) for SAE Type II, Type III, and Type IV fluids and 10 ºC (18 ºF) below (OAT) for SAE
Type I fluids, For example if a Type IV fluid has been aerodynamically tested and
demonstrated adequate flow off capability down to -30 ºC (-22 ºF), and the freezing point
of this fluid is -35 ºC (-31 ºF), the LOUT would be -28 ºC (-18.4 ºF) to account for the
required 7 ºC (13 ºF) freezing point buffer. In this case, the freezing point buffer
requirement is the LOUT limiting factor
Similarly if a Type I fluid has been found to adequately flow off down to -29 ºC (-20.2 ºF),
and the freezing point is -40 ºC (-40 ºF) , the LOUT would be -29 ºC (-20.2 ºF) to account
for the lowest temperature at which the fluid adequately flows off the aircraft. Here, in this
example, the fluid aerodynamic flow off capability limits the LOUT.
There are two aerodynamic fluid flow-off test protocols for fluids; the low speed test is for
aircraft with rotation speeds less than 100 knots and the high speed test for aircraft with
rotation speeds greater than 100 knots. Type II, and Type IV fluids generally do not pass
the low speed test. Therefore in order for these fluids to be used on a low rotation speed
aircraft (rotation speed of 100 knots or less), the aircraft manufacturer must conduct
testing to determine if these fluids can be safely applied on these aircraft and to identify
operational procedures that must be implemented to insure the safe operation when these
fluids have been applied.
In the case of Types II, III, and IV fluids there can be multiple LOUTs to account for the
neat (100/0) and the 50/50 and 75/25 dilutions. The LOUTs for these fluids are accounted
for in the temperature bands which are an integral part of their holdover tables. If a fluid
has a LOUT which is warmer than the lowest temperature in a particular band, this
information will be noted on the appropriate table.
The LOUTs for Type I fluids are provided in Table 7-1 as well as the manufacturer
specified fluid/ water concentration used to establish the LOUT for each fluid. This
concentration should not be exceeded.
The LOUTs for undiluted Type II, Type III, and Type IV fluids (100/0) are provided in
Tables 7-2 through 7-4 at the end of this document. The LOUTs for the 50/50, and 75/25
dilutions are shown in the fluid-specific holdover tables if the temperature is warmer than
the lowest temperature in a given band.
As previously stated the fluid-specific LOUT data has been included in the corresponding
HOTs.

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TABLE 1: ACTIVE FROST HOLDOVER TIMES FOR SAE TYPE I, TYPE II,
TYPE III, AND TYPE IV FLUIDS
NOTES
1 Type I Fluid / Water Mixture must be selected so that the freezing point of the mixture is at least 10 °C (18
°F) below outside air temperature.
2 Ensure that the lowest operational use temperature (LOUT) is respected.
3 Changes in outside air temperature (OAT) over the course of longer frost events can be significant; the
appropriate holdover time to use is the one provided for the coldest OAT that has occurred in the time
between the de/anti-icing fluid application and takeoff.
4 To use the Type III fluid frost holdover times, the fluid brand being used must be known. AllClear AeroClear
MAX must be applied unheated.
5 Value in parentheses is for aircraft with critical surfaces that are predominantly or entirely constructed of
composite materials.
CAUTIONS
• The responsibility for the application of these data remains with the user.
• Fluids used during ground de/anti-icing do not provide in-flight icing protection.
• This table is for departure planning only and should be used in conjunction with pretakeoff check procedures.

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TABLE 2: HOLDOVER TIMES FOR SAE TYPE I FLUID ON CRITICAL

AIRCRAFT SURFACES COMPOSED PREDOMINANTLY OF ALUMINUM
Notes
1 Type I fluid / water mixture must be selected so that the freezing point of the mixture is at least 10 °C (18
3 To determine snowfall intensity, the Snowfall Intensities as a Function of Prevailing Visibility table (Table
42) is required.
4 Use light freezing rain holdover times in conditions of very light or light snow mixed with light rain.
5 Includes light, moderate and heavy freezing drizzle. Use light freezing rain holdover times if positive
identification of freezing drizzle is not possible.
6 No holdover time guidelines exist for this condition for 0 °C (32 °F) and below.
7 Heavy snow, ice pellets, moderate and heavy freezing rain, small hail and hail.
CAUTIONS
• The time of protection will be shortened in heavy weather conditions. 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. Holdover time may be reduced when aircraft skin temperature is lower than outside air temperature.

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TABLE 3: HOLDOVER TIMES FOR SAE TYPE I FLUID ON CRITICAL

AIRCRAFT SURFACES COMPOSED PREDOMINANTLY OF COMPOSITES
Notes
1 Type I fluid / water mixture must be selected so that the freezing point of the mixture is at least 10 °C (18
42) is required.
CAUTIONS

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TABLE 4: GENERIC HOLDOVER TIMES FOR SAE TYPE II FLUIDS
NOTES
1 Ensure that the lowest operational use temperature (LOUT) is respected. Consider use of Type I fluid when
Type II fluid cannot be used.
42) is required.
7 No holdover time guidelines exist for this condition below -10 °C (14 °F).
8 If the LOUT is unknown, no holdover time guidelines exist below -24 °C (-11 °F).
CAUTIONS

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TABLE 5 : TYPE II HOLDOVER TIMES FOR ABAX ECOWING AD-2
NOTES
42) is required.
• CAUTIONS

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TABLE 6: TYPE II HOLDOVER TIMES FOR AVIATION SHAANXI HI-TECH

CLEANWING
NOTES
1 Ensure that the lowest operational use temperature (LOUT) is respected. Consider use of Type I fluid when Type II
fluid cannot be used.
2 To determine snowfall intensity, the Snowfall Intensities as a Function of Prevailing Visibility table (Table 42) is
required.
4 Includes light, moderate and heavy freezing drizzle. Use light freezing rain holdover times if positive identification of
freezing drizzle is not possible.
CAUTIONS
• The time of protection will be shortened in heavy weather conditions. 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. Holdover time may be
reduced when aircraft skin temperature is lower than outside air temperature.

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TABLE 7: TYPE II HOLDOVER TIMES FOR BEIJING YADILITE AVIATION YD-

102 TYPE II
NOTES
required.
CAUTIONS

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TABLE 8: TYPE II HOLDOVER TIMES FOR CLARIANT SAFEWING MP II

FLIGHT
NOTES
required.
CAUTIONS

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TABLE 9: TYPE II HOLDOVER TIMES FOR CLARIANT SAFEWING MP II

FLIGHT PLUS
NOTES
required.
CAUTIONS

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TABLE 10: TYPE II HOLDOVER TIMES FOR CRYOTECH POLAR GUARD® II
NOTES
required.
CAUTIONS

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TABLE 11: TYPE II HOLDOVER TIMES FOR JSC RCP NORDIX (FORMERLY
OKSAYD) DEFROST PG 2
NOTES
required.
CAUTIONS

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TABLE 12: TYPE II HOLDOVER TIMES FOR KILFROST ABC-K

PLUS
Notes
42) is required.
CAUTIONS

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TABLE 13: TYPE II HOLDOVER TIMES FOR KILFROST ICE CLEAR II
Notes
42) is required.
CAUTIONS

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TABLE 14: TYPE II HOLDOVER TIMES FOR NEWAVE AEROCHEMICAL FCY-2-
Notes
42) is required.
• CAUTIONS

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TABLE 15: TYPE II HOLDOVER TIMES FOR NEWAVE AEROCHEMICAL FCY-2

BIO+
NOTES
42) is required.
CAUTIONS
• This table is for departure planning only and should be used in conjunction with pretakeoff check procedures

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TABLE 16: TYPE II HOLDOVER TIMES FOR ROMCHIM ADD-PROTECT TYPE II
NOTES
required.
CAUTIONS

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TABLE 17: TYPE III HOLDOVER TIMES FOR ALLCLEAR AEROCLEAR MAX
APPLIED UNHEATED ON LOW SPEED AIRCRAFT1
NOTES
1 These holdover times are for aircraft conforming to the SAE AS5900 low speed aerodynamic test criterion. Fluid must
be applied unheated to use these holdover times. No holdover times exist for this fluid applied heated.
2 Ensure that the lowest operational use temperature (LOUT) is respected. Consider use of Type I fluid when Type III
required.
CAUTIONS

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TABLE 18: TYPE III HOLDOVER TIMES FOR ALLCLEAR AEROCLEAR MAX
APPLIED UNHEATED ON HIGH SPEED AIRCRAFT1
NOTES
1 These holdover times are for aircraft conforming to the SAE AS5900 high speed aerodynamic test criterion. Fluid must
be applied unheated to use these holdover times. No holdover times exist for this fluid applied heated.
2 Ensure that the lowest operational use temperature (LOUT) is respected. Consider use of Type I fluid when Type III
required.
7 Heavy snow, ice pellets, moderate and heavy freezing rain, small hail and hail (Table 40 provides allowance times for
ice pellets and small hail for SAE Type III fluids, applied unheated).
CAUTIONS

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TABLE 19: GENERIC HOLDOVER TIMES FOR SAE TYPE IV FLUIDS
NOTES
1 Ensure that the lowest operational use temperature (LOUT) is respected. Consider use of Type I fluid when Type IV
required.
ice pellets and small hail).
8 If the LOUT is unknown, no holdover time guidelines exist below -22.5 °C (-9 °F).
CAUTIONS

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TABLE 20: TYPE IV HOLDOVER TIMES FOR ABAX ECOWING AD-

49
Notes
Type IV fluid cannot be used.
42) is required.
6 Heavy snow, ice pellets, moderate and heavy freezing rain, small hail and hail (Table 41 provides
allowance times for ice pellets and small hail).
CAUTIONS
• This table is for departure planning only and should be used in conjunction with pretakeoff check
procedures.

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TABLE 21: TYPE IV HOLDOVER TIMES FOR ALLCLEAR CLEARWING

EG
Notes
1 Ensure that the lowest operational use temperature (LOUT) is respected. Consider use
of Type I fluid when Type IV fluid cannot be used.
2 To determine snowfall intensity, the Snowfall Intensities as a Function of Prevailing
Visibility table (Table 42) is required.
3 Use light freezing rain holdover times in conditions of very light or light snow mixed with
light rain.
4 Includes light, moderate and heavy freezing drizzle. Use light freezing rain holdover
times if positive identification of freezing drizzle is not possible.
6 Heavy snow, ice pellets, moderate and heavy freezing rain, small hail and hail (Table 41
provides allowance times for ice pellets and small hail).
CAUTIONS

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TABLE 22: TYPE IV HOLDOVER TIMES FOR CHEMCO CHEMR EG

IV
Notes
42) is required.
CAUTIONS

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TABLE 23: TYPE IV HOLDOVER TIMES FOR CLARIANT MAX FLIGHT

04
Notes
42) is required.
CAUTIONS

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AVIA
Notes
42) is required.
CAUTIONS

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SNEG
Notes
42) is required.
CAUTIONS

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TABLE 26: TYPE IV HOLDOVER TIMES FOR CLARIANT SAFEWING EG IV

NORTH
Notes
42) is required.
CAUTIONS

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TABLE 27: TYPE IV HOLDOVER TIMES FOR CLARIANT SAFEWING MP IV

LAUNCH
Notes
42) is required.
CAUTIONS

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TABLE 28: TYPE IV HOLDOVER TIMES FOR CLARIANT SAFEWING MP IV

LAUNCH PLUS
Notes
42) is required.
CAUTIONS

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TABLE 29: TYPE IV HOLDOVER TIMES FOR CRYOTECH POLAR GUARD®

ADVANCE
Notes
42) is required.
CAUTIONS

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TABLE 30: TYPE IV HOLDOVER TIMES FOR CRYOTECH POLAR GUARD®

XTEND
Notes
1 Ensure That The Lowest Operational Use Temperature (Lout) Is Respected. Consider Use Of Type I Fluid
When Type Iv Fluid Cannot Be Used.
2 To Determine Snowfall Intensity, The Snowfall Intensities As A Function Of Prevailing Visibility Table
(Table 42) Is Required.
3 Use Light Freezing Rain Holdover Times In Conditions Of Very Light Or Light Snow Mixed With Light Rain.
4 Includes Light, Moderate And Heavy Freezing Drizzle. Use Light Freezing Rain Holdover Times If Positive
Identification Of Freezing Drizzle Is Not Possible.
5 No Holdover Time Guidelines Exist For This Condition For 0 °C (32 °F) And Below.
6 Heavy Snow, Ice Pellets, Moderate And Heavy Freezing Rain, Small Hail And Hail (Table 41 Provides
Allowance Times For Ice Pellets And Small Hail).
7 No Holdover Time Guidelines Exist For This Condition Below -10 °C (14 °F).
CAUTIONS

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TABLE 31: TYPE IV HOLDOVER TIMES FOR DOW CHEMICAL UCAR™ ENDURANCE
EG106
Notes
42) is required.
CAUTIONS

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TABLE 32: TYPE IV HOLDOVER TIMES FOR DOW CHEMICAL UCAR™

FLIGHTGUARD AD-
49
Notes
42) is required.
CAUTIONS

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TABLE 33: TYPE IV HOLDOVER TIMES FOR INLAND TECHNOLOGIES ECO-

SHIELD®
Notes
42) is required.
CAUTIONS

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TABLE 34: TYPE IV HOLDOVER TIMES FOR JSC RCP NORDIX (FORMERLY
OKSAYD) DEFROST ECO 4
NOTES
required.
CAUTIONS

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TABLE 35: TYPE IV HOLDOVER TIMES FOR JSC RCP NORDIX (FORMERLY
OKSAYD) DEFROST ECO 4
NOTES
required.
CAUTIONS

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TABLE 36: TYPE IV HOLDOVER TIMES FOR KILFROST ABC-S PLUS
NOTES
required.
CAUTIONS

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TABLE 37: TYPE IV HOLDOVER TIMES FOR LNT SOLUTIONS

E450
NOTES
required.
CAUTIONS

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TABLE 38: TYPE IV HOLDOVER TIMES FOR NEWAVE AEROCHEMICAL FCY

9311
NOTES
required.
CAUTIONS

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TABLE 39: TYPE IV HOLDOVER TIMES FOR SHAANXI CLEANWAY AVIATION

CLEANSURFACE IV
NOTES
required.
CAUTIONS

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Rev. 03
TABLE 40 ALLOWANCE TIMES FOR SAE TYPE III FLUIDS1
.
NOTES
1 These allowance times are for use with undiluted (100/0) fluids applied unheated on aircraft with rotation speeds of 100
knots or greater.
3 No allowance times exist in this condition for temperatures below 0 °C; consider use of light ice pellets mixed with
freezing rain.
4 If no intensity is reported with small hail, use the “moderate ice pellets or small hail” allowance times. If an intensity is
reported with small hail, the ice pellet condition with the equivalent intensity can be used, e.g. if light small hail is
reported, the “light ice pellets” allowance times can be used. This also applies in mixed conditions, e.g. if light small hail
mixed with snow is reported, use the “light ice pellets mixed with snow” allowance times.
CAUTIONS
• Allowance time cannot be extended by an inspection of the aircraft critical surfaces.
• Takeoff is allowed up to 90 minutes after start of fluid application if the precipitation stops at or before the allowance
time expires and does not restart. The OAT must not decrease during the 90 minutes to use this guidance in conditions
of light ice pellets mixed with either: freezing drizzle, freezing rain, or rain.

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Rev. 03
TABLE 41: ALLOWANCE TIMES FOR SAE TYPE IV FLUIDS1
NOTES
1 These allowance times are for use with undiluted (100/0) fluids applied on aircraft with rotation speeds of 100 knots or greater. All Type IV
fluids are propylene glycol based with the exception of AllClear ClearWing EG, CHEMCO ChemR EG IV, Clariant Max Flight AVIA, Clariant
Safewing EG IV NORTH, Dow EG106, LNT Solutions E450 and JSC RCP Nordix (formerly Oksayd) Defrost EG 4, which are ethylene
glycol based.
3 No allowance times exist for propylene glycol (PG) fluids when used on aircraft with rotation speeds less than 115 knots. If the glycol type
is unknown, no allowance times exist for aircraft with rotation speeds of less than 115 knots.
4 No allowance times exist in this condition for temperatures below 0 °C; consider use of light ice pellets mixed with freezing rain.
5 If no intensity is reported with small hail, use the “moderate ice pellets or small hail” allowance times. If an intensity is reported with small
hail, the ice pellet condition with the equivalent intensity can be used, e.g. if light small hail is reported, the “light ice pellets” allowance times
can be used. This also applies in mixed conditions, e.g. if light small hail mixed with snow is reported, use the “light ice pellets mixed with
snow” allowance times.
6 Allowance time is 15 minutes for propylene glycol (PG) fluids or when the fluid type is unknown.
7 No allowance times exist for propylene glycol (PG) fluids in this condition for temperatures below -16 °C.
8 No allowance times exist in this condition for temperatures below 0 °C.
CAUTIONS
• Allowance time cannot be extended by an inspection of the aircraft critical surfaces.
• Takeoff is allowed up to 90 minutes after start of fluid application if the precipitation stops at or before the allowance time expires and
does not restart. The OAT must not decrease during the

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TABLE 42: SNOWFALL INTENSITIES AS A FUNCTION OF PREVAILING

VISIBILITY
During snow conditions alone, the use of Table 43 in determining snowfall intensities does not require pilot company
coordination or company reporting procedures since this table is more conservative than the visibility table used by
official weather observers in determining snowfall intensities.
Because the FAA Snowfall Intensities Table, like the FMH-1 Table, uses visibility to determine snowfall intensities, if the
visibility is being reduced by snow along with other forms of obscuration such as fog, haze, smoke, etc., the FAA Snowfall
Intensities Table does not need to be used to estimate the snowfall intensity for HOT determination during the presence of
these obscurations. Use of the FAA Snowfall Intensities as a Function of Prevailing Visibility Table under these conditions
may needlessly overestimate the actual snowfall intensity. Therefore, the snowfall intensity being reported by the weather
observer or automated surface observing system (ASOS), from the FMH-1 Table, may be used

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TABLE 43: TYPE I FLUIDS TESTED FOR ANTI-ICING PERFORMANCE AND

AERODYNAMIC ACCEPTANCE(see cautions and notes on page 54)

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Rev. 03
TABLE 43 (CONT’D): TYPE I FLUIDS TESTED FOR ANTI-ICING

PERFORMANCE AND AERODYNAMIC ACCEPTANCE
(see cautions and notes on page 54)

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TABLE 43 (CONT’D): TYPE I FLUIDS TESTED FOR ANTI-ICING

PERFORMANCE AND AERODYNAMIC ACCEPTANCE

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TABLE 44 TYPE II FLUIDS TESTED FOR ANTI-ICING PERFORMANCE AND

AERODYNAMIC ACCEPTANCE

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TABLE 45: TYPE III FLUIDS TESTED FOR ANTI-ICING PERFORMANCE AND

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TABLE 46: TYPE IV FLUIDS TESTED FOR ANTI-ICING PERFORMANCE AND


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TABLE 46: TYPE IV FLUIDS TESTED FOR ANTI-ICING PERFORMANCE AND

AERODYNAMIC ACCEPTANCE(see cautions and notes on page 54)

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TABLE 46 (CONT’D): TYPE IV FLUIDS TESTED FOR ANTI-ICING PERFORMANCE

AND AERODYNAMIC ACCEPTANCE

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Rev. 03
CAUTIONS
• These tables list fluids that have been tested with respect to endurance time performance
(Holdover Times), anti-icing performance (Water Spray Endurance Testing/High Humidity
Endurance Testing) and aerodynamic acceptance (Type I: SAE ARP6207 §3.4.1, AMS1424
§3.5.2 and §3.5.3; Type II/ III/ IV: SAE ARP5718 §FOREWARD, AMS1428 §3.2.4 and §3.2.5)
only. These tests were conducted by APS Aviation Inc. (www.apsaviation.ca) and Anti-icing
Materials International Laboratory (AMIL) (www.uqac.ca/amil). The end user is responsible for
contacting the fluid manufacturer to confirm all other SAE AMS1424/1428 technical
requirement tests, such as fluid stability, toxicity, materials compatibility, etc. have been
conducted. These technical requirement tests are typically conducted by Scientific Material
International (SMI) (www.smiinc.com) and AMIL, or any acceptable source.
• LOUT data provided in these tables is based strictly on the manufacturer’s data; the end user
is responsible for verifying the validity of this data.
• Type I fluids supplied in concentrated form must not be used in that form and must be diluted.
NOTES
1 PG = conventional glycol (propylene glycol); EG = conventional glycol (ethylene glycol); DEG
= conventional glycol (diethylene glycol); NCG = non-conventional glycol (organic non-ionic
diols and triols, e.g. 1,3-propanediol, glycerine) and mixtures of non-conventional glycol and
conventional glycol; NG = non-glycol (e.g. organic salts) and mixtures of non-glycol and glycol.
2 Expiry date is the earlier expiry date of the Aerodynamic Test(s) or Water Spray Endurance
Test. Fluids that are tested after the issuance of this list will appear in a later update.
3 The values in this table were determined using test results from pre-production fluid samples
when available. In some cases, the fluid manufacturer requested the publication of a more
conservative value than the pre-production test value. The lowest operational use temperature
(LOUT) for a given fluid is the higher (warmer) of:
a) The lowest temperature at which the fluid meets the aerodynamic acceptance test for a
given aircraft type; or
b) The actual freezing point of the fluid plus its freezing point buffer (Type I = 10 °C/18 °F;
Type II/III/IV = 7 °C/13 °F).
Note: LOUTs are rounded to the nearest half degree Celsius and the values in degrees
Fahrenheit are calculated to the nearest whole degree.
4 The LOUT for Type I fluids that are intended to be diluted is derived from a dilution that
provides the lowest operational use temperature. For other Type I dilutions, determine the
freezing point of the fluid and add a 10 °C freezing point buffer, as a dilution will usually yield a
higher and more restrictive operational use temperature. Consult the fluid manufacturer or fluid
documentation for further clarification and guidance on establishing the appropriate operational
use temperature of a diluted fluid.
5 Type I concentrate fluids have also been tested at 50/50 (glycol/water) dilution.
6 If uncertain whether the aircraft to be treated conforms to the low speed or the high speed
aerodynamic test, consult the aircraft manufacturer. The aerodynamic test is defined in SAE
AS5900 (latest version).
7 The viscosity values in this table are those of the fluids provided by the manufacturers for
holdover time testing. For the holdover times to be valid, the viscosity of the fluid on the wing

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Rev. 03
shall not be lower than that in this table. The user should periodically ensure that the viscosity
of a fluid sample taken from the wing surface is not lower than that listed.
8 The SAE AS9968 viscosity method should only be used for field verification and auditing
purposes; when in doubt as to which method is appropriate, use the manufacturer method.
Viscosity measurement methods are indicated as letters (in parentheses) beside each
viscosity value. Details of each measurement method are shown in the table below. The exact
measurement method (spindle, container, fluid volume, temperature, speed, duration) must be
used to compare the viscosity of a sample to a viscosity given in this table.
* Spindle must be attached to a Brookfield viscometer model equipped with an LV spring.

** Sample temperature will affect readings; ensure sufficient time is allowed for sample to
reach thermal equilibrium before starting test. Use of a cooling bath strongly recommended.
*** If necessary, adjust fluid volume to ensure fluid is level with notch on the spindle shaft.
9 Manufacturer has not provided fluid information as required in SAE ARP5718B; fluid may be
removed from this listing in subsequent revisions.
10 Fluids listed in italics have expired and will be removed from this listing four years after
expiry.
11 Manufacturer has indicated fluid was not tested.
12 Currently in the test/re-test process. Contact the manufacturer for latest information.
13 For UCAR™ ADF XL54, refer to primary site qualification of UCAR™ ADF Concentrate.
14 For UCAR™ PG ADF Dilute 55/45, refer to primary site qualification of UCAR™ PG ADF
Concentrate.
15 Dow UCAR™ ADF Concentrate, sold under the product name Inland ADF Concentrate,
qualified from 2015-09-04.
16 Refer to preproduction qualification of SafeTemp® ES Plus submitted by HOC Industries,
qualified from 2017-11-20.
17 Measurements using the SAE AS9968 method do not provide stable, reliable results. Use
the manufacturer method to evaluate viscosity.
18 Fluid was not retested for low speed aerodynamics. This data will be removed four years
after the expiry of the last low speed test.

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Rev. 03
TABLE 47: GUIDELINES FOR THE APPLICATION OF SAE TYPE I FLUID
Notes
1 Fluids must not be used at temperatures below their lowest operational use temperature (LOUT).
2 To be applied before first-step fluid freezes, typically within 3 minutes. (This time may be higher than 3 minutes
in some conditions, but potentially lower in heavy precipitation, colder temperatures, or for critical surfaces
constructed of composite materials. If necessary, the second step shall be applied area by area.)
CAUTIONS
• This table is applicable for the use of Type I holdover time guidelines in all conditions,
including active frost. If holdover times are not required, a temperature of 60 °C (140 °F) at the
nozzle is desirable.
• If holdover times are required, the temperature of water or fluid/water mixtures shall be at
least 60 °C (140 °F) at the nozzle. Upper temperature limit shall not exceed fluid and aircraft
manufacturers’ recommendations.
• To use Type I Holdover Times Guidelines in all conditions including active frost, an additional
minimum of 1 liter/m2 (~2 gal./100 sq. ft.) of heated Type I fluid mixture must be applied to the
surfaces after all frozen contamination is removed. This application is necessary to heat the
surfaces, as heat contributes significantly to the Type I fluid holdover times. The required
protection can be provided using a 1-step method by applying more fluid than is strictly needed
to just remove all of the frozen contamination (the same additional amount stated above is
required).
• The lowest operational use temperature (LOUT) for a given Type I fluid is the higher
(warmer) of:
b) The actual freezing point of the fluid plus a freezing point buffer of 10 °C (18 °F).
• Wing skin temperatures may be colder or warmer than the OAT. Causes can include:
radiation cooling, cold-soaked wing, or hangar storage. Consult the appropriate guidance
(HOT Tables and FAA N 8900.XXX series notice “Revised FAA-Approved Deicing Program
Updates, Winter 2020-2021”) for the contaminant in question.
• When conducting aircraft deicing using a Type I fluid and not using the 10℃/18℉ buffer,
procedures must be developed and approved to ensure refreezing does not occur prior to
takeoff.

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Rev. 03
TABLE 48: GUIDELINES FOR THE APPLICATION OF SAE TYPE II AND IV

FLUID(FLUID CONCENTRATIONS IN % VOLUME)
NOTES
1 Fluids used for the anti-icing procedure must not be used at temperatures below their lowest
operational use temperature (LOUT). First step fluids must not be used below their freezing
points. Consideration should be given to the use of Type I/III fluid when Type II/IV fluid cannot
be used due to LOUT limitations (see Tables 47 and 49). The LOUT for a given Type II/IV fluid
is the higher (warmer) of:
b) The actual freezing point of the fluid plus its freezing point buffer of 7 °C (13 °F).
Although some LOUTs are lower than the temperatures stated in the HOT table, holdover
times do not apply when anti-icing below the lowest temperature stated in the band.
2 To be applied before first step fluid freezes, typically within 3 minutes. Time may be longer
than 3 minutes in some conditions, but potentially shorter in heavy precipitation, colder
temperatures, or for critical surfaces constructed of composite materials. If necessary, the
second step shall be applied area by area (sectionally).
3 Clean aircraft may be anti-iced with unheated fluid.
CAUTIONS
• For heated fluids, a fluid temperature not less than 60 °C (140 °F) at the nozzle is desirable.
• Upper temperature limit shall not exceed fluid and aircraft manufacturers’ recommendations.

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Rev. 03
• Whenever frost or ice occurs on the lower surface of the wing in the area of the fuel tank,
indicating a cold soaked wing, the 50/50 dilutions of Type II or IV shall not be used for the anti-
icing step because fluid freezing may occur.
• An insufficient amount of anti-icing fluid may cause a substantial loss of holdover time. This is
particularly true when using a Type I fluid mixture for the first step in a two-step procedure.
• When conducting aircraft deicing using a Type I fluid and not using the 10 ℃/18 ℉ buffer,
procedures must be developed and approved to ensure refreezing does not occur prior to
takeoff.

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TABLE 49: GUIDELINES FOR THE APPLICATION OF UNHEATED SAE TYPE III
FLUID
(FLUID CONCENTRATIONS IN % VOLUME)
NOTES
1 Fluids used for the anti-icing procedure must not be used at temperatures below their lowest
operational use temperature (LOUT). First step fluids must not be used below their freezing
points. Consider the use of Type I when Type III fluid cannot be used (see Table 47). The
LOUT for a given Type III fluid is the higher (warmer) of:
b) The actual freezing point of the fluid plus its freezing point buffer of 7 °C (13 °F).
Although the LOUTs may be lower than the temperatures stated in the HOT table, holdover
times do not apply when anti-icing below the lowest temperature stated in the band.
2 To be applied before first step fluid freezes, typically within 3 minutes. This time may be
longer than 3 minutes in some conditions, but potentially shorter in heavy precipitation, colder
temperatures, or for critical surfaces constructed of composite materials. If necessary, the
second step shall be applied area by area (sectionally).
3 For heated fluids, a fluid temperature not less than 60 °C (140 °F) at the nozzle is desirable.
4 Anti-icing only with unheated Type III fluid is only possible on a clean aircraft. If deicing is
required, a two-step procedure must be used.
CAUTIONS
• Upper temperature limit shall not exceed fluid and aircraft manufacturers’ recommendations.

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Rev. 03
• Whenever frost or ice occurs on the lower surface of the wing in the area of the fuel tank,
indicating a cold soaked wing, the 50/50 dilutions of Type III shall not be used for the anti-icing
step because fluid freezing may occur.
• An insufficient amount of anti-icing fluid may cause a substantial loss of holdover time. This is
particularly true when using a Type I fluid mixture for the first step in a two-step procedure.
• When conducting aircraft deicing using a Type I fluid and not using

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14.2. Azerbaijan Airlines - Flight Plan

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14.3. Application of Aerodrome Forecasts (TAF & Trend) to Pre-Flight Planning

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14.4. Flight Preparation

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14.5. QNH and Temperature Correction

14.5.1. QNH Correction
Example: Indicated or planned FL is 160/ISA-temp/MEA=15000 ft/local QNH=975 hPa

results in a correction of minus 1080 ft = true altitude only 14920 ft.
If MEA would be 15000 ft, the min req. obstacle clearance would not be assured - then the
next higher flight level must be used.
14.5.2. Temperature Correction

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Example 1: Indicated FL = 190

QNH = 1013 hPa Temp = − 28°C OAT
− 28°C OAT = ISA − 5°
For ISA−5 a correction of ≈ 350 ft/minus will apply - thus the true altitude is only approx
18650 ft.
Example 2 given: QNH = 975 hPa / Temp = ISA -10 / MEA = 14000 ft
find: Min FL
1st step QNH correction = +1.080 ft
2nd step temp correction = _ +520 ft
- Note, that corrections must be added when deriving the min. FL.
Solution: +1080 ft + (+) 520 ft = 1600 ft
MEA 14000 ft + 1600 ft = (rounded up) 16000 ft
14.6. Altitude Correction
Under most unfavourable conditions, such as temperatures significantly lower than ISA,
true altitude will be lower than indicated. This altimetry error may be significant and can
become extremely important when considering obstacle clearance in very cold
temperatures.
In this case, and only when following published procedure altitudes, pilots should add the
values derived from the Altitude Correction Chart to the altitudes published in the approach
charts, such as MSA, MDA, DA and restricting altitudes relevant for the respective
procedure.
ATC should be advised of the correction applied.
Altitude Correction Chart
Note: Values must be added to published altitudes

Example: Aerodrome elevation 1.500ft, reported temperature -30°C;
260ft must be added to altitude.

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14.7. Oceanic Expanded Checklist

14.7.1. Flight Planning
Plotting Chart
A plotting chart of appropriate scale should be used for all remote oceanic operations. This
includes using a plotting chart for published oceanic routes and tracks. ICAO groups who
review oceanic errors have determined that the routine use of a plotting chart is an
excellent aid to reduce lateral errors. A plotting chart can also serve as a critical aid in
case of partial or total navigation failure. It should be noted that the pilot should read from
the plotting chart back to the master CFP when verifying data. To read from the Master
CFP to the plotting chart is a human factor’s issue that has lead to errors based on seeing
what we expect to see
Equal Time Point (ETP)
ETPs should be computed for contingencies such as medical divert, engine loss or rapid
depressurization. A simultaneous engine loss and rapid depressurization should also be
considered. It is advisable to note the ETPs on the plotting chart. Crewmembers should
review with each other the appropriate diversion airport(s) when crossing ETPs. Pilot
procedures should also include a manual method for computing ETPs. Crews should not
enter ETPs in the Long Range Navigation System (LRNS) as this has led to Gross
Navigation Errors.
Track Message
Crews must have a current track message even if filed for a random route. Reviewing the
date, effective Zulu time and Track Message Identifier (TMI) ensures having a current
track message on board. The TMI is linked to the Julian Date. Operators must also ensure
that their flight planning and operational control process notify crewmembers in a timely
manner of any amendments to the daily track message. Plotting tracks near the assigned
route can help situational awareness in case the crew needs to execute a contingency.
Review Possible Navigation Aids for Accuracy Check Prior to Coast out
It is good practice to discuss in advance a primary and secondary ground based
navigational aid that will be used to verify the accuracy of the LRNS. This planning may
help to identify intended navigation aids that are limited or NOTAMed unusable and is
helpful when departing airports close to oceanic airspace. Examples include Shannon
(EINN), Lisbon (LRRT), Los Angeles (KLAX), etc.
PREFLIGHT
Master Clock
It is a requirement to have a master clock on board synchronized to UTC or GPS. This
time source, which is typically the Flight Management System (FMS), must be used for all
ETAs and ATAs. The use of multiple time sources on the aircraft has lead to
inconsistencies in reporting times to ATC and resulted in a loss of longitudinal separation

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Maintenance Log
Before entering a special area of operation, crews should focus on any write-ups that
affect communication, navigation, surveillance or RVSM requirements. Any discrepancies
noted in the maintenance log or during the walk-around may require delays or rerouting.
RVSM
Required equipment includes two primary independent altimetry sources, one altitude alert
system and one automatic altitude control system. In most cases a functioning
transponder that can be linked to the primary altimetry source is also required. Crews
should note any issues that can affect accurate altimetry.
Wind Shear or Turbulence Forecast
The Master Computer Flight Plan (CFP) with projected wind shear or the turbulence
forecast documents should be reviewed for flights in RVSM airspace. Forecast moderate
or greater turbulence could lead to RVSM suspension. Operators are cautioned against
flight planning through areas of forecast moderate or greater turbulence.
Computer Flight Plan (CFP)
The document designated as the Master CFP should be carefully checked for date, type
aircraft, fuel load and performance requirements. Crosschecks should also be done for
routing and forecast groundspeeds. The CFP should be carefully checked against the
ICAO filed flight plan to ensure the routing is in agreement with both documents. The
enroute time on the CFP should be compared against the distance to destination for a
reasonable groundspeed. The enroute time should also be compared against the total
distance for a reasonable fuel load.
Dual Long Range NAV System (LRNS)
Two operational LRNSs are required for remote oceanic operations. A single FMS is not
authorized for remote oceanic operations.
HF Check
An HF check should be conducted on the primary and secondary HF radios in areas
where dual HF radios are required. If possible, the HF checks should be done on the
ground or before entering oceanic airspace. A SELCAL check should also be
accomplished at each Oceanic Control Area (OCA) boundary.
• Confirm Present Position coordinates
Both pilots should independently verify the present position coordinates using either
published ramp coordinates or determine position from the airfield diagram. They should
not rely solely on the present position when the LRNS was shut down from the previous
flight. A master source such as an enroute chart should also be used to confirm accuracy
of coordinates at the oceanic boundaries.
Master CFP Symbols
Operators are encouraged to use consistent symbology on the Master CFP. For example,
a circled number ( O ) means the second crewmember has independently verified the
coordinates entered or crosschecked by the first crewmember. A checkmark ( V ) may
indicate that the track and distances have been confirmed. A diagonal line ( \ ) may
indicate that the crew has confirmed the coordinates of the approaching and next way
point. An X-symbol ( X ) may indicate having flown overhead the way point.

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LRNS Programming
Check Currency and Software Version
It is important to check the effective date of the database. Crews should note if the
database is projected to expire during their trip. Crews are discouraged from flying with
expired databases. MELs may allow relief to fly with an expired database but require the
crews to manually crosscheck all data. The software version of the database should also
be confirmed in case there has been a change.
Independent Verification
It is critical that one crewmember enters waypoint coordinates and that these are
independently checked by another crewmember. It should be noted that the pilot should
read from the FMS screen back to the master CFP when verifying data. To read from the
Master CFP to the FMS is a human factor’s issue that has lead to errors based on seeing
what we expect to see.
Check Expanded Coordinates of Waypoints
Most FMSs allow entering abbreviated oceanic coordinates. There have been cases when
there was an error in the expended waypoint coordinate, but crews only checked the
abbreviated coordinate. Verifying only the abbreviated coordinate could lead to a lateral
error. Flight crews should conduct a magnetic course and distance check between
waypoints to further verify waypoint coordinates.
Track and Distance Check
To minimize oceanic errors, it is important to conduct a magnetic course and distance
check from oceanic entry to oceanic exit. Operators should establish a tolerance such as +
2o and + 2NM. The course and distance check comparing the Master CFP against the
LRNS are critical in detecting errors that may not have been noticed by simply checking
coordinates. A difference of more than 2o between waypoints may be due to a difference
of the magnetic variation in the database versus the variation used in the Master CFP. Any
difference outside the + 2o or + 2NM should be rechecked and verified.
Upload Winds
Some LRNS units allow the crew to upload projected winds. This procedure allows more
accurate reporting of ETAs.
Groundspeed Check
The groundspeed should be noted before taxiing the aircraft. Crews should expect the
groundspeed to read zero (0) knots. This procedure is a good practice to detect an error
that may be developing in the LRNS.
TAXI AND PRIOR TO TAKE-OFF
Groundspeed Check
During taxi to the active runway, pilots should check the groundspeed to see if it is
reasonable.
Present Position Check
This Present Position check is conducted after leaving the gate. Check for gross difference
between this Present Position and the gate coordinates. This check will alert the crew to
possible error in the LRNS database that can be investigated/corrected prior to take-off.

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CLIMB OUT
Transition Altitude
Crews should brief the transition altitude based on information from the approach plate or
from the ATIS. After climbing through the transition altitude, the altimeters should be reset
to 29.92 in or 1013.2 hPa.
Manually Compute ETAs
After climbing above the sterile altitude and time permitting crews should manually
compute ETAs from departure to destination. These should be noted on the Master CFP.
This is an excellent crosscheck against ETAs computed by the LRNS (Dispatchers will do
the same)
PRIOR TO OCEANIC ENTRY
HF Checks
If the crew was unable to accomplish the HF and SELCAL checks on the ground, these
checks must be accomplished before oceanic entry.
Log on to CPDLC or ADS
Operators approved to use Controller Pilot Data Link Communications (CPDLC) or
Automatic Dependent Surveillance (ADS) should log on to the appropriate FIR 15 to 45
minutes prior to the boundary.
Obtain Oceanic Clearance
Both pilots must obtain oceanic clearance from the appropriate clearance delivery.
(Clearance via voice should be at least 40 minutes prior to oceanic entry and via data link
should be 30 to 90 minutes prior to oceanic entry). It is important that both pilots confirm
and enter the ocean at the altitude assigned in the oceanic clearance (this may be different
than the domestic cleared flight level). An oceanic clearance typically includes a route,
flight level and assigned MACH. Crews should include their requested flight level in their
initial clearance request. Some oceanic centers require pilots to advise them at the time of
their oceanic clearance “When Able Higher” (WAH). Crews should be confident that they
are able to maintain requested flight levels based on aircraft performance capabilities.
Reclearance
A reclearance (that is different from the oceanic route requested with the filed flight plan) is
the number one scenario which leads to a Gross Navigation Error. Crews must be
particularly cautious when receiving a reclearance. Both pilots should receive and confirm
the new routing and conduct independent crosschecks after the LRNS, Master CFP and
Plotting Chart are updated. It is critical that crews check the magnetic course and distance
between the new waypoints as noted in PREFLIGHT under the paragraph “LRNS
Programming”.
NOTE: Track and distance tables are available commercially for every ten degrees of longitude.

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AFTER OCEANIC ENTRY

Maintain Assigned Mach
Some oceanic clearances include a specific Mach. There is no tolerance for this assigned
Mach. The increased emphasis on longitudinal separation requires crew vigilance in a
separation based on assigned Mach. The requirement is to maintain the true Mach which
has been assigned by ATC. In most cases, the true Mach is the indicated Mach. Some
aircraft, however, require a correction factor.
Note: Crews must ensure they fly the assigned Mach and not ECON mode or Long Range Cruise.
VHF Radios
After going beyond the range of the assigned VHF frequency, crews should set their radios
to inter-plane (123.45) and guard frequency (121.5).
Strategic Lateral Offset Procedures (SLOP)
The SLOP should be Standard Operating Procedure (SOP) for all oceanic crossings. This
procedure was developed to reduce the risk from highly accurate navigation systems or
operational errors involving the ATC clearance. SLOP also replaced the contingency
procedure developed for aircraft encountering wake turbulence. Depending upon winds
aloft, coordination between aircraft to avoid wake turbulence may be necessary. This
procedure, which distributes traffic between flying centerline, 1NM or 2NM right of
centerline, greatly reduces the risk to the airspace by the nature of the randomness.
Operators that have an automatic offset capability should fly 1 NM or 2 NM right of the
centerline. Aircraft that do not have an automatic offset capability (that can be
programmed in the LRNS) should fly the centerline only. SLOP was not developed to be
used only in contingency situations.
Hourly Altimeter Checks
Crews are required to observe the primary and stand-by altimeters each hour. It is
recommended that these hourly checks be recorded with the readings and times. This
documentation can aid crews in determining the most accurate altimeter if an altimetry
problem develops.
APPROACHING WAYPOINTS
Confirm Next Latitude/Longitude
Within a few minutes of crossing an oceanic waypoint crews should crosscheck the
coordinates of that waypoint and the next waypoint. This check should be done by
comparing the coordinates against the Master CFP based on the currently effective ATC
clearance.
OVERHEAD WAYPOINTS
Confirm Aircraft Transitions to Next Waypoint
When overhead an oceanic waypoint, crews should ensure that the aircraft transitions to
the next leg. This is confirmed by noting the magnetic heading and distance to the next
waypoint compared against the Master CFP.

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Confirm Time to Next Waypoint

Crews must be vigilant in passing an accurate ETA to ATC for the next waypoint. A
change of three (3) minutes or more requires that ATC be notified in a timely manner.
There is substantial emphasis on reducing longitudinal separation and this timely update
must be a priority for the crews.
Position Report
After passing over the oceanic waypoint, crews that give a position report to ATC must use
the standard format. Flights designated as MET reporting flights or flights on random
routes should be including in the position report additional items such as winds and
temperatures. Crews should also note and record their fuel status at each oceanic
waypoint. This is especially important if the cleared route and flight level differ significantly
from the filed flight plan.
10-MINUTE PLOT
Record Time and Latitude/Longitude on Plotting Chart
Approximately 10 minutes after passing an oceanic waypoint, crews should plot the
latitude, longitude and time on the plotting chart. It is advisable to plot the non-steering
LRNS. A 10-minute plot can alert the crew to any lateral deviation from their ATC
clearance prior to it becoming a Gross Navigation Error. A good crosscheck for the
position of the 10-minute plot is that it is approximately 2o of longitude past the oceanic
waypoint.
MIDPOINT
Midway Between Waypoints
It is good practice to crosscheck winds midway between oceanic waypoints by comparing
the Master CFP, LRNS and upper millibar wind chart. As noted before, this information will
be included in a position report if the flight has either been designated as a MET reporting
flight or is a flight on a random route. This crosscheck will also aid crews in case there is a
need for a contingency such as Dead Reckoning (DR).
Confirm Time
It is recommended that during a wind check the crews also confirm the ETA to the next
waypoint. A change of three (3) minutes or more requires that ATC be notified in a timely
manner.
COAST IN
Compare Ground Based NAVAID to LRNS
When departing oceanic airspace and acquiring ground based NAVAIDs, crews should
note the accuracy of the LRNS by comparing it to those NAVAIDs. Any discrepancy should
be noted in the Maintenance Log.
Remove Strategic Lateral Offset
Crews using a Lateral Offset of 1NM or 2NM right of centerline at oceanic entry need a
procedure to remove this Lateral Offset at coast in prior to exiting oceanic airspace. It is
advisable to include this as a checklist item.

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Confirm Routing After Oceanic Exit

Before entering the domestic route structure, crews must confirm their routing to include
aircraft speed.
NOTE: Crews experiencing loss of communications leaving oceanic airspace should follow State guidance
as published in AIPs.
DESCENT
Transition Level
During the approach briefing, crews should note the transition level on the approach plate
or verified by ATIS. Crews must be diligent when descending through the transition level to
reset the altimeters to QNH. This is particularly important when encountering IFR, night or
high terrain situations. Any confusion between a QNH set with inches of Mercury or hPa
must be clarified.
DESTINATION/BLOCK IN
Navigation Accuracy Check
When arriving at the destination gate, crews should note any drift or circular error in the
LRNS. A GPS Primary Means system normally should not exceed 0.27NM for the flight.
Some inertial systems may drift as much as 2NM per hour. Because the present
generation of LRNSs is highly accurate, operators should establish a drift tolerance which
if exceeded would require a write-up in the Maintenance Log. RNP requirements demand
that drift be closely monitored.
RVSM write-ups
Problems noted in the altimetry system, altitude alert or altitude hold must be noted in the
Maintenance Log. The RVSM airspace is closely monitored for any Height Deviations. An
aircraft not meeting the strict RVSM standards must not be flight-planned into RVSM
airspace without corrective action.
14.8. EDTO/ETOPS OFP Sample
---------- SILKWAY AIRLINES FLIGHT DISPATCH ADVISORY -------------
PLANID 57999 AHY TEST UBBB TO KJFK BOEING 787 IFR 04JUN17
COMPUTED 1306Z ETD 0200Z PROGS 010636UKM VPBBR KGS
--------------------------------------------------------------------
FUEL TIME DST ARRIVE WEIGHT SUMMARY
TRP KJFK 049767 10:49 5171 12:49Z PLAN ACTUAL LIM-STR
ALT KEWR 003119 00:31 0150 13:32Z OEW 119078
FR 002161 00:30 1ST ALTN - KEWR PLD 005000 041947
CON * 002488 00:36 2ND ALTN - KBOS ZFW 124078 . . . . 161025
ETP BUP 000000 00:00 ENR ALTN - BLK 058035 101500
REQ 057535 12:38 RMP 182113
ADD/TKR 000000 00:00 TXY 000500
TXY/RUP 000500 TOW 181613 . . . . 227930

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BLK 058035 12:38 RTE - MAN TRP 049767

EF . . . . LDW 131846 . . . . 172365
TOT . . . . DUE . . . . . . . . FAD 007768 . . . .
* CONTINGENCY 5 PCT
V1 ...... VR ...... V2 ...... VREF ....... VAPP .......
--------------------------------------------------------------------
PERF SCHEDS CLB/ 250/301/M85 CRZ/ CI100 DSC/ M84/315/250
AVG WIND/ M012 NAM/ 5297 AVG OAT/ M49 MAX SHR/ 05/BUTRI
TRIP FUEL INCR PER 1000 KGS/ 0257 KGS FUEL FCTR/ P0.0PCT
--------------------------------------------------------------------
INIT IRS POSIT . . . . . . . . . . . . . . . . . . . CTOT . . . .Z
--------------------------------------------------------------------
ROUTE
UBBB EKRAM2B EKRAM N39 LASKA B450 PENUK R704 BUTRI R120 IWV R364
TE B231 UK R11 TU R58 NOTAR P855 NONVU DCT ABADA DCT 65N000W DCT
66N010W DCT 66N020W DCT 65N030W DCT 64N040W DCT 61N050W DCT AVUTI
N700B DUVBI N678A UM J582 UAC J563 YRI N404A COVAN DCT ALB J37 IGN
IGN1 KJFK
--------------------------------------------------------------------
ALTN LIST DST FL TIME ETA FUEL FMC RES ZFW
KEWR/EWR 0150 250 00:31 13:30 002534 124078
KJFK JFK3 JFK J37 IGN SHAFF7 KEWR
KBOS/BOS 0190 050 00:43 13:42 003119 124078
KJFK JFK3 JFK ORW7 KBOS
--------------------------------------------------------------------
THIS FLIGHT PLAN IS ETOPS COMPLIANT USING THE FOLLOWING
ETOPS ALTERNATES - 830NM - 120 MINUTES / ENBR CYQX
--------------------------------------------------------------------
POSSIBLE PERIOD OF USE - PRE FLIGHT ACTUALS
ENBR VALIDITY WINDOW 07:53Z TO 13:46Z
CYQX VALIDITY WINDOW 11:24Z TO 13:46Z
--------------------------------------------------------------------
FL PROFILE
UBBB/400
--------------------------------------------------------------------

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ALTN FL PROFILES
SPEED BURN ETE FL
CI100 051208 10:51 380
CI100 052842 10:57 360
--------------------------------------------------------------------
ATIS: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
--------------------------------------------------------------------
ATC CLR: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
--------------------------------------------------------------------
RVSM GND CHK (UBBB ELEV 00010 FT) CAPT . . . STBY . . . F/O . . .
--------------------------------------------------------------------
OCEANIC CLR (ACARS PRINT < >): . . . . . . . . . . . . . . . . . .
..................................
--------------------------------------------------------------------
I HEREBY CERTIFY THAT I HAVE FOUND ALL FACTORS INVOLVED IN THIS
FLIGHT PLAN TO BE IN ACCORDANCE WITH THE APPLICABLE REGULATIONS.
COMMANDER. . . . . . . . . . . . . .
--------------------------------------------------------------------
---------------- MEL/DMI/MAINTENANCE INFORMATION ------------------
MEL-CDL NIL REPORTED
--------------- DISPATCH INFO/REMARKS -----------------------------
--------------- SUNRISE / SUNSET TIMES ----------------------------
ELEV(FT) SUNRISE(LT/UTC) SUNSET(LT/UTC)
--------------------------------------------------------------------
UBBB 0010 05:16 / 01:16 20:00 / 16:00
KJFK 0013 05:29 / 09:29 20:15 / 00:15
KEWR 0017
KBOS 0019
--- CREW LIST -----------------------------------------------------
RANK CODE NAME
--- DISPATCH RELEASE ----------------------------------------------
I CERTIFY THAT THIS FLIGHT HAS BEEN DISPATCHED IN ACCORDANCE WITH
APPLICABLE REGULATIONS. THIS FLIGHT PLAN IS AN INTEGRAL PART OF
THIS DISPATCH RELEASE
DISPATCHER …….

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-------------------------- NAVIGATION LOG --------------------------

WPTID VIA
LAT FLVL FPWIND SPWIND OAT MACH MTK ZD ZT CT FREM
LONG MORA SH ISA ACTUAL MET COMP TTK GSP ETA/ATA AREM/DIF
--------------------------------------------------------------------
UBBB AIRBORNE . . . .z 0575
--------------------------------------------------------------------
40N050 DCT
N40 29.5 CLB 348008 317 002 00:01 00:01 0573
E050 01.8 015 M007 323 .../... ..../...
--------------------------------------------------------------------
BB200 DCT
N40 37.2 CLB 327008 341 008 00:02 00:03 0567
E049 59.4 015 M008 347 .../... ..../...
--------------------------------------------------------------------
EKRAM DCT
N41 08.3 CLB 299012 356 031 00:05 00:08 0556
E050 00.7 014 M005 002 .../... ..../...
--------------------------------------------------------------------
LASKA N39
N42 23.1 CLB 283019 339 077 00:11 00:19 0540
E049 33.2 010 M010 345 .../... ..../...
--------------------------------------------------------------------
PENUK B450 URRV
N42 45.3 CLB 251035 300 038 00:04 00:23 0535
E048 51.1 010 M021 306 .../... ..../...
--------------------------------------------------------------------
TOC R704
CLB 250035 322 001 00:01 00:24 0535
010 M008 329 .../... ..../...
--------------------------------------------------------------------
DETIR R704
N44 31.4 400 260033 267030 M53 .847 322 124 00:15 00:39 0522
E047 20.1 010 01 P04 .../.. ... M013 329 477 .../... ..../...
--------------------------------------------------------------------

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TETMA R704
N45 43.0 400 278032 282032 M52 .848 319 087 00:11 00:50 0513
E046 11.7 010 03 P04 .../.. ... M022 326 470 .../... ..../...
--------------------------------------------------------------------
LUGEP R704
N46 25.1 400 284034 286036 M52 .848 318 051 00:07 00:57 0508
E045 29.8 010 03 P04 .../.. ... M026 326 466 .../... ..../...
--------------------------------------------------------------------
RVSM ALT DIFF LH_______ft / RH_______ft
--------------------------------------------------------------------
PIMEG R704
N47 32.2 400 281037 280038 M53 .849 317 082 00:10 01:07 0500
E044 20.7 016 03 P03 .../.. ... M027 325 463 .../... ..../...
--------------------------------------------------------------------
GAMTU R704
N48 12.0 400 275038 270038 M54 .849 315 049 00:07 01:14 0495
E043 37.9 016 03 P02 .../.. ... M025 324 465 .../... ..../...
--------------------------------------------------------------------
TUSUN R704
N48 24.0 400 270038 270038 M53 .849 316 015 00:02 01:16 0493
E043 24.6 016 03 P03 .../.. ... M023 324 468 .../... ..../...
--------------------------------------------------------------------
ARNIS R704
N50 02.1 400 272043 274048 M52 .849 316 123 00:16 01:32 0481
E041 31.3 018 04 P04 .../.. ... M028 324 464 .../... ..../...
--------------------------------------------------------------------
BUTRI R704 UUWV
N50 47.0 400 274049 273050 M49 .849 313 057 00:07 01:39 0475
E040 35.9 018 05 P08 .../.. ... M034 322 462 .../... ..../...
--------------------------------------------------------------------
IDOKA R120
N51 21.2 400 273050 273050 M47 .850 312 044 00:06 01:45 0470
E039 51.1 018 05 P09 .../.. ... M035 321 463 .../... ..../...
--------------------------------------------------------------------
TULDU R120

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N51 30.3 400 273050 273050 M47 .850 311 012 00:01 01:46 0469
E039 39.0 016 05 P09 .../.. ... M035 320 462 .../... ..../...
--------------------------------------------------------------------
IWV R120
N51 49.3 400 276051 278052 M47 .850 310 025 00:04 01:50 0466
E039 13.4 016 05 P09 .../.. ... M038 320 460 .../... ..../...
--------------------------------------------------------------------
TE R364
N52 09.2 400 277048 276044 M46 .850 291 040 00:05 01:55 0462
E038 16.1 019 03 P11 .../.. ... M045 300 455 .../... ..../...
--------------------------------------------------------------------
--------------------------------------------------------------------
GD B231
N53 34.4 400 281041 283035 M44 .850 324 096 00:12 02:07 0452
E037 03.3 020 02 P13 .../.. ... M026 333 476 .../... ..../...
--------------------------------------------------------------------
GULMA B231
N54 15.2 400 288036 294037 M42 .850 309 056 00:07 02:14 0447
E035 59.2 020 02 P15 .../.. ... M031 318 472 .../... ..../...
--------------------------------------------------------------------
KONIK B231
N54 31.6 400 301034 308032 M42 .850 308 022 00:03 02:17 0444
E035 33.1 019 02 P15 .../.. ... M033 317 472 .../... ..../...
--------------------------------------------------------------------
UK B231
N54 44.3 400 308032 308032 M41 .850 309 017 00:02 02:19 0443
E035 13.3 019 01 P15 .../.. ... M032 318 473 .../... ..../...
--------------------------------------------------------------------
URIMI R11
N55 00.8 400 308032 308032 M41 .850 302 025 00:03 02:22 0440
E034 40.1 019 01 P15 .../.. ... M032 311 473 .../... ..../...
--------------------------------------------------------------------
SATAL R11
N55 08.8 400 308032 308032 M41 .850 302 012 00:02 02:24 0439

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E034 24.2 020 01 P15 .../.. ... M032 311 473 .../... ..../...
--------------------------------------------------------------------
RUBAG R11
N55 20.6 400 310035 311037 M42 .851 301 019 00:02 02:26 0437
E033 59.8 021 01 P15 .../.. ... M035 310 470 .../... ..../...
--------------------------------------------------------------------
KOLED R11
N55 27.2 400 311037 311037 M42 .851 301 010 00:01 02:27 0436
E033 46.0 021 01 P15 .../.. ... M037 310 467 .../... ..../...
--------------------------------------------------------------------
TU R11
N55 51.3 400 316035 321033 M42 .851 302 037 00:05 02:32 0432
E032 56.3 021 01 P15 .../.. ... M035 311 469 .../... ..../...
--------------------------------------------------------------------
OLMET R58
N56 10.7 400 321033 321033 M42 .851 297 033 00:04 02:36 0429
E032 07.1 019 01 P15 .../.. ... M032 306 472 .../... ..../...
--------------------------------------------------------------------
ROMEL R58 ULLL
N56 33.2 400 322036 324038 M42 .851 294 042 00:06 02:42 0424
E031 04.6 019 02 P14 .../.. ... M034 303 470 .../... ..../...
--------------------------------------------------------------------
KUDIM R58
N56 43.1 400 324038 324038 M43 .851 301 015 00:02 02:44 0423
E030 43.2 018 02 P14 .../.. ... M037 310 467 .../... ..../...
--------------------------------------------------------------------
GUBIT R58
N56 56.5 400 328038 332039 M43 .851 295 024 00:03 02:47 0420
E030 07.0 017 02 P13 .../.. ... M035 304 468 .../... ..../...
--------------------------------------------------------------------
PIKAM R58
N57 21.1 400 334040 335041 M44 .851 295 045 00:05 02:52 0416
E028 58.0 018 03 P13 .../.. ... M035 304 467 .../... ..../...
--------------------------------------------------------------------

OMA
Rev. 0
ATBUR R58
N57 36.8 400 335041 335041 M44 .852 294 029 00:04 02:56 0413
E028 12.5 018 03 P13 .../.. ... M036 303 467 .../... ..../...
--------------------------------------------------------------------
ORTOK R58
N57 49.0 400 333044 331046 M44 .852 294 023 00:03 02:59 0411
E027 35.9 017 03 P12 .../.. ... M038 302 464 .../... ..../...
--------------------------------------------------------------------
NOTAR R58
N57 49.8 400 331046 331046 M45 .852 295 001 00:00 02:59 0410
E027 33.6 017 03 P12 .../.. ... M041 303 461 .../... ..../...
--------------------------------------------------------------------
--------------------------------------------------------------------
PILET P855 EETT
N58 33.6 400 334046 336046 M45 .852 310 060 00:08 03:07 0404
E026 16.7 017 03 P11 .../.. ... M044 318 457 .../... ..../...
--------------------------------------------------------------------
OSKAV P855
N58 42.1 400 336046 336046 M46 .853 310 012 00:02 03:09 0403
E026 01.4 014 03 P10 .../.. ... M043 317 457 .../... ..../...
--------------------------------------------------------------------
GONOS P855
N58 56.6 400 335047 334048 M46 .853 308 020 00:02 03:11 0401
E025 34.6 014 03 P10 .../.. ... M045 316 456 .../... ..../...
--------------------------------------------------------------------
TLL P855
N59 24.7 400 335045 337042 M47 .853 315 036 00:05 03:16 0397
E024 50.3 014 03 P10 .../.. ... M044 321 456 .../... ..../...
--------------------------------------------------------------------
DOBAN P855 EFIN
N59 48.0 400 337042 337042 M46 .853 325 026 00:04 03:20 0395
E024 27.1 013 03 P10 .../.. ... M042 333 459 .../... ..../...
--------------------------------------------------------------------
NIRPU P855

OMA
Rev. 0
N60 46.5 400 337043 338043 M47 .853 303 090 00:11 03:31 0386
E022 08.0 015 03 P09 .../.. ... M039 311 460 .../... ..../...
--------------------------------------------------------------------
TOGMI P855 ESAA
N61 45.7 400 335045 331048 M48 .853 303 096 00:13 03:44 0376
E019 32.4 014 03 P08 .../.. ... M041 309 457 .../... ..../...
--------------------------------------------------------------------
--------------------------------------------------------------------
SOLKA P855
N63 19.9 400 323049 314046 M53 .854 292 227 00:30 04:14 0353
E012 03.1 059 05 P03 .../.. ... M044 298 449 .../... ..../...
--------------------------------------------------------------------
NONVU P855 ENOR
N63 31.6 400 310044 306043 M56 .854 288 034 00:05 04:19 0350
E010 53.4 052 04 P00 .../.. ... M042 291 448 .../... ..../...
--------------------------------------------------------------------
ABADA DCT
N64 15.9 400 280031 240029 M56 .854 286 154 00:20 04:39 0335
E005 17.9 029 03 P00 .../.. ... M032 289 458 .../... ..../...
--------------------------------------------------------------------
65N000 DCT ENOB
N65 00.0 400 222025 198026 M54 .853 291 143 00:18 04:57 0322
W000 00.0 010 03 P02 .../.. ... M010 290 482 .../... ..../...
--------------------------------------------------------------------
--------------------------------------------------------------------
66N010 DCT BIRD
N66 00.0 400 175026 154027 M49 .853 293 255 00:30 05:27 0299
W010 00.0 010 03 P07 .../.. ... P009 288 507 .../... ..../...
--------------------------------------------------------------------
66N020 DCT
N66 00.0 400 135021 110018 M45 .852 286 244 00:28 05:55 0278
W020 00.0 050 01 P11 .../.. ... P016 275 517 .../... ..../...
--------------------------------------------------------------------

OMA
Rev. 0

--------------------------------------------------------------------
65N030 DCT
N65 00.0 400 093018 079019 M45 .853 277 256 00:30 06:25 0256
W030 00.0 041 01 P12 .../.. ... P017 261 520 .../... ..../...
--------------------------------------------------------------------
/////////////////////////////////////////////////////////////////////
// ETP 1 N6443.1 W03341.0 BURN 19962 ENBR/CYQX //
/////////////////////////////////////////////////////////////////////
--------------------------------------------------------------------
64N040 DCT
N64 00.0 400 057018 051019 M46 .853 282 265 00:30 06:55 0234
W040 00.0 010 01 P10 .../.. ... P017 261 517 .../... ..../...
--------------------------------------------------------------------
--------------------------------------------------------------------
61N050 DCT CZQX
N61 00.0 400 040017 029020 M49 .854 265 329 00:39 07:34 0206
W050 00.0 105 02 P08 .../.. ... P016 241 515 .../... ..../...
--------------------------------------------------------------------
--------------------------------------------------------------------
AVUTI DCT
N57 28.0 400 020017 011011 M51 .855 259 324 00:38 08:12 0179
W058 00.0 010 03 P06 .../.. ... P015 233 512 .../... ..../...
--------------------------------------------------------------------
DUVBI N700B
N56 00.0 400 024006 097003 M53 .856 254 133 00:16 08:28 0167
W061 00.0 019 02 P03 .../.. ... P005 230 501 .../... ..../...
--------------------------------------------------------------------
UM N678A
N53 35.4 400 145004 158006 M52 .857 242 183 00:22 08:50 0152
W064 14.1 036 02 P05 .../.. ... M001 219 496 .../... ..../...
--------------------------------------------------------------------

OMA
Rev. 0
--------------------------------------------------------------------
UAC J582 CZUL
N51 53.0 400 162007 161007 M49 .857 230 115 00:14 09:04 0142
W065 43.0 039 01 P07 .../.. ... M005 208 495 .../... ..../...
--------------------------------------------------------------------
YBC J563
N49 08.0 400 186009 199010 M46 .857 232 191 00:23 09:27 0125
W068 13.3 040 01 P10 .../.. ... M009 211 494 .../... ..../...
--------------------------------------------------------------------
YRI J563
N47 45.4 400 224012 252019 M45 .857 232 099 00:12 09:39 0117
W069 35.3 025 01 P12 .../.. ... M012 214 493 .../... ..../...
--------------------------------------------------------------------
--------------------------------------------------------------------
COVAN N404A KZBW
N44 44.4 400 257025 264029 M46 .857 232 215 00:27 10:06 0098
W072 23.7 040 01 P11 .../.. ... M019 214 485 .../... ..../...
--------------------------------------------------------------------
ALB DCT
N42 44.8 400 264038 266046 M47 .856 223 134 00:16 10:22 0086
W073 48.2 048 01 P09 .../.. ... M022 208 480 .../... ..../...
--------------------------------------------------------------------
ATHOS J37
N42 14.8 400 266046 266046 M48 .855 194 030 00:04 10:26 0084
W073 48.7 026 01 P08 .../.. ... M006 181 494 .../... ..../...
--------------------------------------------------------------------
TOD J37
400 266046 M48 .855 195 013 00:02 10:28 0083
024 01 P08 .../.. ... M006 181 494 .../... ..../...
--------------------------------------------------------------------
IGN J37
N41 39.9 DSC 263049 193 022 00:02 10:30 0082
W073 49.3 024 M008 181 .../... ..../...
--------------------------------------------------------------------

OMA
Rev. 0
LOLLY DCT
N41 23.1 DSC 258068 225 020 00:03 10:33 0082
W074 03.8 026 M050 213 .../... ..../...
--------------------------------------------------------------------
DOORE DCT KZNY
N41 01.7 DSC 264059 226 026 00:04 10:37 0081
W074 22.1 026 M039 213 .../... ..../...
--------------------------------------------------------------------
LENDY DCT
N40 54.9 DSC 269037 136 012 00:02 10:39 0081
W074 08.1 025 P031 123 .../... ..../...
--------------------------------------------------------------------
LGA DCT
N40 47.0 DSC 261029 136 015 00:03 10:42 0080
W073 52.1 020 P021 123 .../... ..../...
--------------------------------------------------------------------
KJFK DCT
N40 38.4 DSC 248016 096 020 00:07 10:49 0078
W073 46.7 014 P003 084 .../... ..../...
--------------------------------------------------------------------
DSC WINDS
FL070 259/026 FL130 268/043 FL210 262/066 FL290 258/066
--------------------------------------------------------------------
ATIS: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ROUTE TO 1ST ALTERNATE
--------------------------------------------------------------------
WPTID VIA
--------------------------------------------------------------------
KJFK DIVERSION REASON . . . . . . . . . . . . . . . . . . . . .
N40 38.4 MIN DIVN FUEL 0078
W073 46.7 DIVN TIME . . . .Z ..../...
--------------------------------------------------------------------
JFK DCT

OMA
Rev. 0
N40 38.0 CLB 249022 156 001 00:02 00:02 0073

W073 46.3 013 P003 143 .../... ..../...
--------------------------------------------------------------------
LLUND J37 KZBW
N40 51.8 CLB 265035 010 013 00:02 00:04 0067
W073 47.0 014 P000 358 .../... ..../...
--------------------------------------------------------------------
DUEYS J37
N41 09.2 CLB 264061 011 018 00:03 00:07 0062
W073 47.8 019 P000 358 .../... ..../...
--------------------------------------------------------------------
TOC J37
CLB 260069 011 006 00:01 00:08 0061
024 P005 358 .../... ..../...
--------------------------------------------------------------------
GANDE J37
N41 30.6 250 260069 M36 .612 011 015 00:02 00:10 0059
W073 48.9 024 01 M02 .../.. ... P004 358 370 .../... ..../...
--------------------------------------------------------------------
IGN J37
N41 39.9 250 260069 M36 .610 011 009 00:02 00:12 0058
W073 49.3 024 01 M02 .../.. ... P004 358 370 .../... ..../...
--------------------------------------------------------------------
TOD DCT
240 260070 267030 M34 .608 265 017 00:03 00:15 0056
033 01 M01 .../.. ... M069 253 298 .../... ..../...
--------------------------------------------------------------------
FLOSI DCT
N41 32.6 DSC 261068 267 008 00:01 00:16 0056
W074 20.0 033 M067 253 .../... ..../...
--------------------------------------------------------------------
CRANK DCT
N41 25.0 DSC 264062 212 008 00:01 00:17 0056
W074 23.3 033 M029 198 .../... ..../...
--------------------------------------------------------------------

OMA
Rev. 0
SHAFF DCT KZNY

N41 17.4 DSC 274049 211 008 00:02 00:19 0056
W074 26.6 025 M014 198 .../... ..../...
--------------------------------------------------------------------
SAX DCT
N41 04.1 DSC 278038 211 013 00:02 00:21 0055
W074 32.3 025 M007 198 .../... ..../...
--------------------------------------------------------------------
KEWR DCT
N40 41.6 DSC 257016 138 034 00:10 00:31 0052
W074 10.1 024 P014 127 .../... ..../...
ROUTE TO 2ND ALTERNATE
--------------------------------------------------------------------
WPTID VIA
--------------------------------------------------------------------
KJFK DIVERSION REASON . . . . . . . . . . . . . . . . . . . . .
N40 38.4 MIN DIVN FUEL 0078
W073 46.7 DIVN TIME . . . .Z ..../...
--------------------------------------------------------------------
TOC DCT
CLB 249022 156 001 00:02 00:02 0073
013 P003 143 .../... ..../...
--------------------------------------------------------------------
JFK DCT
N40 38.0 050 256021 P06 .427 155 000 00:00 00:02 0073
W073 46.3 013 02 P00 .../.. ... P005 143 282 .../... ..../...
--------------------------------------------------------------------
GPOLE DCT
N40 48.0 050 256021 P06 .427 060 014 00:03 00:05 0071
W073 31.6 014 02 P00 .../.. ... P019 048 297 .../... ..../...
--------------------------------------------------------------------
NEWES DCT
N40 51.3 050 256021 P06 .427 061 005 00:01 00:06 0070

OMA
Rev. 0
W073 26.7 014 02 P00 .../.. ... P019 048 297 .../... ..../...
--------------------------------------------------------------------
BAWLL DCT
N41 13.5 050 255023 P06 .427 061 034 00:07 00:13 0065
W072 53.7 016 03 P01 .../.. ... P021 048 299 .../... ..../...
--------------------------------------------------------------------
RAALF DCT
N41 17.9 050 255025 P06 .427 062 006 00:01 00:14 0064
W072 47.2 016 03 P01 .../.. ... P023 048 301 .../... ..../...
--------------------------------------------------------------------
ORW DCT KZBW
N41 33.4 050 255025 267030 P06 .426 080 039 00:08 00:22 0059
W072 00.0 017 03 P01 .../.. ... P025 066 303 .../... ..../...
--------------------------------------------------------------------
OUTTT DCT
N41 36.1 050 251026 282032 P07 .426 083 007 00:01 00:23 0058
W071 50.8 018 03 P01 .../.. ... P026 069 304 .../... ..../...
--------------------------------------------------------------------
PVD DCT
N41 43.5 050 248027 286036 P07 .426 082 020 00:04 00:27 0055
W071 25.8 018 03 P01 .../.. ... P027 068 305 .../... ..../...
--------------------------------------------------------------------
KRANN DCT
N41 51.3 050 248027 280038 P07 .426 074 016 00:03 00:30 0053
W071 07.4 015 03 P01 .../.. ... P027 060 305 .../... ..../...
--------------------------------------------------------------------
TOD DCT
050 250026 270038 P06 .424 041 032 00:07 00:37 0049
014 03 P00 .../.. ... P018 026 295 .../... ..../...
--------------------------------------------------------------------
KBOS DCT
N42 21.8 DSC 240020 041 016 00:06 00:43 0046
W071 00.4 015 M007 026 .../... ..../...
ATIS: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ETP DRIFTDOWN SUMMARY DATA

OMA
Rev. 0
--------------------------------------------------------------------
ALL ENGINES DEPRESS 1OE DRIFTDOWN 1EO DEPRESS
ETP N64431 W033410 ETP N64438 W033332 ETP N64437 W033343
TO ETP BURN 032735 TO ETP BURN 032706 TO ETP BURN 032711
TIME 06.36 TIME 06.35 TIME 06.35
DIST 3120 DIST 3117 DIST 3117
ETP AIRPORTS ETP AIRPORTS ETP AIRPORTS
ENBR CYQX ENBR CYQX ENBR CYQX
TIME 03.42 03.42 TIME 03.39 03.39 TIME 04.01 04.01
RQFUEL 019962 019962 RQFUEL 016906 016906 RQFUEL 015522 015522
FL 100 100 FL 090 090 FL 090 090
DIST 1091 1157 DIST 1087 1160 DIST 1088 1160
WIND M10 P09 WIND M13 P11 WIND M09 P10
----------------- CRITICAL FUEL SUMMARIES ---------------------------
ETP 1 BGO - YQX ALL ENGINES DEPRESS N64 43.1 W033 41.0
FROM TO DIST FL W/C EET ETA REV ETA
GYD ETP 3120 06.36 ......Z
ETP BGO 1091 100 M10 03.42 ......Z
ETP YQX 1157 100 P09 03.42 ......Z
DIV FUEL CRZ LO FROM ETP PLUS RESERVES 19962
FUEL RQD CRZ HI FROM DEP TO ETP PLUS DIV FUEL 52697
FUEL IN EXCESS AT DIVERSION AIRPORT AFTER ETP REQ 4838
HOLDING / 1500FT / 15MIN - 1086
APU / 114 KG/HR - 0422
AIRFRAME ICE DRAG /5.00 PCT OF BURNOFF - 0840
ENGINE ICE DRAG / PCT OF BURNOFF - 0000
WIND UNCERTAINITY /5.00 PCT OF BURNOFF - 0840
BURN UNCERTAINITY /5.00 PCT OF BURNOFF - 0840
--- ATC FLIGHT PLAN -----------------------------------------------
(FPL-AHYTEST-IS
-B788/H-SADFGHIJ4J5M1RWXY/LB2D1
-UBBB0200
-K0907F400 EKRAM2B EKRAM N39 LASKA B450 PENUK R704 BUTRI R120 IWV
R364 TE B231 UK R11 TU R58 NOTAR/N0501F400 P855 NONVU DCT
ABADA/M085F400 DCT 65N000W 66N010W 66N020W 65N030W 64N040W

OMA
Rev. 0
61N050W DCT AVUTI N700B DUVBI/N0497F400 N678A UM J582 UAC J563

YRI N404A COVAN DCT ALB J37 IGN IGN1
-KJFK1049 KEWR KBOS
-PBN/A1B1C1D1L1O1S1 DOF/170604 REG/VPBBR
EET/URRV0019 UUWV0132 ULLL0242 EETT0259 EFIN0320 ESAA0344
ENOR0414 ENOB0439 BIRD0457 CZQX0703 CZUL0854
65N000W0457 66N010W0527 66N020W0555 65N030W0625 64N040W0655
61N050W0734 AVUTI0812 DUVBI0828 UM0850
SEL/CHBE
E/1238 P/TBN R/UVE S/M J/L D/8 306 YELLOW A/BLUE WHITE C/TBN)
--------------------------------------------------------------------
I HEREBY CERTIFY THAT I HAVE FOUND ALL FACTORS INVOLVED IN THIS
FLIGHT PLAN TO BE IN ACCORDANCE WITH THE APPLICABLE REGULATIONS.
COMMANDER. . . . . . . . . . . . . .

OMA
Rev. 0
14.9. APU In-Flight Start Program

If the airplane type certificate requires an APU but does not normally require the APU to
operate during the ETOPS portion of the flight, the certificate holder must develop an in-
flight start and run reliability program to ensure that the APU will continue to provide the
performance and reliability established by the manufacturer. Specifically, the program is
intended to verify the start and run capability. It is not required to actually load the APU in
flight with the generator and/or pneumatics.
This monitoring program must include periodic sampling of each airplane's APU in-flight
starting capabilities. Specifically, the certificate holder must ensure that each airplane's
APU periodically is sampled rather than repeatedly sampling the same APUs. The
certificate holder may adjust sampling intervals according to system performance and fleet
maturity. Should the rolling 12-month APU in-flight start rate drop below 95 percent, the
certificate holder should initiate an investigation into any common cause effects or
systemic errors in procedures.
APU in-flight starts will be attempted once per month for each ETOPS airplane.
The APU in-flight starts will be scheduled according to Maintenance Program and/or Work
Orders by making respective entry in TLB.
The certificate holder should include the criteria below in their APU in-flight start program.
The certificate holder should make APU in-flight starts subject to the following conditions:
(a) In-flight APU starts do not need to be performed on ETOPS flights; however, the
APU must be in the ETOPS configuration in accordance with the appropriate CMP
document, if applicable, for credit to be allowed.
(b) If in-flight APU start is performed on an ETOPS flight, the start may be attempted on
the return leg.
(c) The start attempt should be initiated before top of descent, or at such time that will
ensure a 2-hour cold soak at altitude before the start attempt.
(d) Within route or track constraints, the objective would be met by attempting a start
near the highest altitude assigned the route or track, and the final attempt near the
lower altitude limits of the route or track, as defined by ATC. These altitudes should be
representative of the ETOPS routes flown.
(e) If the APU fails to start on the first attempt, subsequent start attempts may be made
within the limits of the airframe and APU manufacturer's recommended procedures. The
final report should include corrective actions taken as well as the status of corrective
action programs and fleet upgrades.
APU In-flight Start Policy- A successful APU altitude start is defined as the APU reaching
operating speed with continuing stable operation for at least five minutes. APU start may
be made after two or more hourse in cruise at or above FL310. A maximum of three APU
start attempts are allowed. If the APU does not start even after the third attempt, flight
crew should record as “ APU fail to start in-flight” in the Aircraft Technical Log Book .
Start failures during actual ETOPS flights will be also be reported to the Flight Safety
Department.

OMA
Rev. 0
14.10. Pre-Flight Briefing to the Cabin Crew Members

This briefing shall be conducted in the briefing room or in case of unavailability, on the
aircraft prior to passenger embarkation.
1 Crew member names
2 Aircraft Registration and technical status
3 Expected flight time for each sector
4 Planned route (countries / major cities overflown)
5 Destination weather conditions and expected weather at the ETA
6 En-route weather (emphasis on areas of expected turbulence)
7 Recent Flight Crew Notices and e-bulletins
8 Passenger information:
• Number of passengers in business / economy class
• Special passenger information: VIPs, Deportees, MEDIF etc. (if known)
9 Security procedures:
• Aircraft security check
• ID card inspection for persons entering the aircraft
• Supervision of ground personnel (catering, cleaning etc.)
• Flight Deck emergency access Code
• Password for normal cockpit entry
• Special aspects: documentation for escorted passengers, weapons etc.
• Aircraft security seals and seal report
10 Additional items (Commander’s discretion):
• Check of personal documents: medical certificate, passport (if required), company
identification cards
• Training involving additional cockpit and / or cabin crew members
• Local airport procedures and / or requirements
• Sterile cockpit policy
• Pilot incapacitation, recognition procedures
• Cockpit - cabin communication procedures
• CSPM First-aid & SEP procedures review (1.e. in-flight galley fire, emergency
descent, unprepared emergency evacuation, etc.)
• Emergency equipment check
• Informing the captain about items noted or to be noted in the cabin logbook

OMA
Rev. 0
• Obligation to inform the captain of any unusual or suspicious behaviour observed in

the cabin
• Any known reported faults with the aircraft or ground services requiring special
instructions
11 Post-flight de-briefing
• Cabin Report
• Cabin log
• Safety issues
• Customer reports / complaints / Any other information pertinent to the flight

Ed. 7 Rev 04

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Operations Manual

“Azerbaijan Hava Yollari” Closed Joint Stock Company

AZAL Operations Manual Part A Edition 7, Rev. 04

0.2. Table of Contents

AZAL Operations Manual Part A Edition 7, Rev. 04

1.3.11. Documentation and Certification Engineer ..................................................... 21

AZAL Operations Manual Part A Edition 7, Rev. 04

2.7.5. Central SAFA Database .................................................................................. 23

AZAL Operations Manual Part A Edition 7, Rev. 04

5.2.2. Qualifications .................................................................................................... 2

AZAL Operations Manual Part A Edition 7, Rev. 04

7.9. Flight Duty Period (FDP) ....................................................................................... 11

AZAL Operations Manual Part A Edition 7, Rev. 04

8.1.3. General Flight Crew Considerations ................................................................. 3

AZAL Operations Manual Part A Edition 7, Rev. 04

8.3.24. Emergency procedures ................................................................................. 205

AZAL Operations Manual Part A Edition 7, Rev. 04

8.9. Crew Regulations................................................................................................ 264

AZAL Operations Manual Part A Edition 7, Rev. 04

9.4.4. Information / Notification to the PIC (NOTOC) ................................................ 33

AZAL Operations Manual Part A Edition 7, Rev. 04

11.2.5. Flight Data Monitoring (FDM) ............................................................................ 9

AZAL Operations Manual Part A Edition 7, Rev. 04

AZAL Operations Manual Part A Edition 7, Rev. 04

0.3. Record of Revisions

Edition/Revision # Effective Date Description of Changes

AZAL Operations Manual Part A Edition 7, Rev. 04

-Added Aircraft performance for all phases

-Extraction from Organizational Structure of

Edition 7, Rev. 04 03.02.2021 -New policy, procedure and guidance

0.4. Record of Temporary Revisions

AZAL Operations Manual Part A Edition 7, Rev. 04

0.5. Revision Highlights

Commencement and Continuation of

8.1.13.6 Mass and Balance Documentation 03-Feb-21

Policy and Procedures for In-Flight Checks and

8.3.22 Automatic approach and landing (AUTOLAND) in CAT I 03-Feb-21

0.6. Distribution List

AZAL Operations Manual Part A Edition 7, Rev. 04

AZAL Operations Manual Part A Edition 7, Rev. 04

AZAL Operations Manual Part A Edition 7

AZAL Operations Manual Part A Edition 7

- Planning and control of Flight Crew and CC;

AZAL Operations Manual Part A Edition 7

AZAL Operations Manual Part A Edition 7

0.8.7. Flight Operations Publications

AZAL Operations Manual Part A Edition 7

AZAL Operations Manual Part A Edition 7

• Failure of ground facilities.

AZAL Operations Manual Part A Edition 7

Commercial air transportation Operation - An aircraft operation involving the transport

AZAL Operations Manual Part A Edition 7

AZAL Operations Manual Part A Edition 7

AZAL Operations Manual Part A Edition 7

Quality Audit – A systematic and independent examination to determine whether quality

AZAL Operations Manual Part A Edition 7

AZAL Operations Manual Part A Edition 7

ASDA Accelerate Stop Distance Available

AZAL Operations Manual Part A Edition 7

CPL Commercial Pilot License

AZAL Operations Manual Part A Edition 7

FFS Full Flight Simulator

AZAL Operations Manual Part A Edition 7

AZAL Operations Manual Part A Edition 7